Full text of "Public Roads: A Journal of Highway Research, Vol. 3, No. 27"

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U.S. DEPARTMENT OF AGRICULTURE

BUREAU OF PUBLIC ROADS

Pub IC Roads

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WASHINGTON : GOVERNMENT PRINTING OFFICE : 1920

Owing to the necessarily limited edition of this publication it
will be impossible to distribute it free to any persons or institu-
tions other than State and county officials actually engaged in
the planning or construction of highways, instructors in highway

engineering, periodicals upon an exchange basis and Members
of both Houses of Congress. Others desiring to obtain ‘‘Public
Roads’’ can do so by sending 15 cents for a single number or
$1.50 per year to the Superintendent of Documents, Government
Printing Office, Washington, D. C.

U.S. DEPARTMENT OF AGRICULTURE

BUREAU OF PUBLIC ROADS

Pept iC ROADS

TABLE OF CONTENTS

Page.

Highway Administration and Road Conditions in France. 8

Suggestions for Improvement of the Deval Abrasion Test for Rock . ; 9
F'. H. Jackson.

The Characteristics of Steam Distilled Petroleum Residuals . ilps
B. A, Anderton.

Good Progress in Impact Tests. 18

Photographic Hints for Engineers ; 19
John K. Hillers, jr.

Last Apportionment of Federal Aid. 22

Manufacture and Use of Laboratory Diamond Drills. 23
F. H. Schloer.

Federal-Aid Allowances : : 25

THOMAS H. MacDONALD ; : : : : 3 : i Chief of Bureau
Pao. |: WILSON ™ : : E ; : , ‘ . ; Chief Engineer

HIGHWAY ADMINISTRATION AND
ROAD CONDITIONS IN FRANCE

the instance of the transportation section of

the Council of National Defense, transmitted a
questionnaire to American consuls regarding high-
ways and highway transport conditions throughout
the world.

To date replies have been received from about
90 consular districts. The data is voluminous and
much of it is of considerable value. The questions
which were asked, and to which replies are being
received in one form or another were as follows:

le OCTOBER, 1919, the Department of State, at

1. Total number of miles of road in the country,
outside of incorporated cities and towns.

2. Classification as to character of improvement
and type of roads.

3. Classification according to administration.

4. Cost of construction per mile, also per square
yard, under the various stated classifications.

5. Cost of ordinary maintenance per mile and per
square yard per annum under the various classifica-
.tions given, excluding resurfacing and extraordinary
repairs.

6. Annual amount of Government expenditure for
construction, for ordinary maintenance, and for extra-
ordinary repairs.

7. Amount and character of local contribution of
each administrative class and nature of apportion-
ment and securement.

8. Nature of governmental direction of construction
and maintenance, including jurisdiction and super-
vision, describing administration and organization.

9. Comparison and relation of units of government
in other countries for purpose of comparison with the
United States, namely, the correlation between our
States, counties, and road districts and our Federal
Government.

10. Whether or not any tax is levied on abutting
land; if a tax, the nature, amount, and method of
collection.

11. Where obtainable, secure concrete tables show-
ing cost per ton-mile of highway transportation, both
before and after road improvement, the desideratum
being to ascertain the saving in hauling freight on
highways on the basis of the ton-mile because of the
road improvement.

12. Cost of hauling produce or freight per ton-mile,
giving data on which such estimates are formed,
including tonnage, general nature of freight, kind of
vehicles used, whether cost of vehicles and power
taken into calculation; if so, what percentage of cost
charged for annual depreciation. Maximum load in
each case, number of individuals figured in making
up estimates, and wages or cost of labor in the activity,
and average length of haul on which the calculation is
made.

13. Whether good road or highway construction
has to any degree been substituted for railway branch
lines or feeders to railroads; whether railroads, where
under private ownership, contribute in any way to

(3)

tax or contribution, directly or indirectly, toward road
construction.

14. Average length of highway haul for produce or
other commodities from point of origin to destination,
excluding rail and water haul.

15. National and local sources and methods of
raising revenue for highway construction and main-
tenance.

16. Explain system of estimates, accounting, and
cost keeping, tracing road funds from origin to final
audit and approval, submitting such forms and reports
as are customarily used, also table of salaries and
administrative personnel.

17. Any concrete information obtainable where
highway improvements have increased the value of
abutting and contiguous property and the percentage
of such increase in value.

18. Number of highway transportation units in
operation and type, specifying separately motor
passenger and freight vehicles, and other means of
travel such as horse, mule, or bullock drawn wagons.

19. Plans for future highway construction and type
of road to be constructed.

20. General forecast as to possibilities of future
development of country through means of improved
highways transportation.

On account of the value of much of the material
which is being received, the Bureau of Public Roads
will publish the most important data in PusLic
Roaps in serial form.

INFORMATION FROM FRANCE.

France has been selected as the subject of the first
installment because of its preeminence in matters of
road construction. Subsequent issues will publish
the data on the British Isles, Canada, Switzerland,
Sweden, and other countries. The greater nations
will be treated as fully as the data at hand will permit;
the information received from the lesser countries
will be abstracted and published in condensed form.
Those who are interested to obtain more information
than is contained in the published data may do so
by applying either to the Bureau of Public Roads or
to the Council of National Defense where the original
reports are on file.

The French information published in this install-
ment has been obtained from the consular offices at
Lyon and St. Etienne, which, together, are responsible
for 20 of the 87 departments, as follows: Ain, Belfort
(Territory), Dréme, Haute-Sadne, Haute-Savoie, Isere,
Jura, Rhone, Savoie, Sadne-et-Loire, Allier, Cote-d’Or,
Doubs, Ardeche, Aveyron, Cantal, Haute-Loire,
Lozere, Loire, and Puy-de-Dome.

It is, therefore, in no sense complete, but it is suffi-
ciently inclusive to convey a knowledge of road con-

ditions, and methods of administration in our sister
Republic far more exact than the average American
highway engineer has heretofore possessed.

The French units of government corresponding to
the American units are as follows:

The State corresponding to our Federal Government.

The Departments corresponding to our States.

The arrondissments corresponding to our counties.

The communes corresponding to our townships.

All roads are classified as follows:

Routes nationales, or National highways, which are
under the administration of the National Government.

Routes departementales, or State highways, which
are under the direction of the Departments.

Chemins de grande communication, or main lines
of communication, and chemins d’intérét commun, or
roads of general interest, correspond to our State-aid
roads and are built by the communes, supplemented by
grants from the Departments.

Chemins vicinaux ordinaires, or ordinary country
roads, are almost entirely at the expense of the com-
munes, with occasional aid from the Federal Govern-
ment.

- THE NATIONAL HIGHWAYS.

The routes nationales, or national highways, are
constructed and maintained in condition by the minis-
try of public works, under which in direct charge is
the Service des Ponts et Chaussées, or the department
of roads and bridges. Funds for construction and
maintenance of roads of this class are derived solely
from national sources, except that in certain cases of
special repairs, as when it is necessary to tar the roads,
a special tax is levied on the beneficiaries by the
improvement (either 50 per cent of the cost or in
proportion to the advantages deemed to accrue).

Plans and specifications are prepared by the depart-
ment of roads and bridges, and the construction and
maintenance of the roads are executed under the
supervision of the Parisian Department.

Basing the estimate on the returns from nine
Departments, which report the mileage of the roads of
the several classes, the routes nationales constitute
approximately 6 per cent of the total mileage of roads
in the country.

Gravel and macadam are the prevailing types of
surfaces, the roads of heaviest traffic being paved with
stone blocks. Owing to the general increase in the
weight and volume of traffic in all Departments, there
is a tendency to replace madacam with more durable
pavements. Asphalt will be used on certain routes,
and where it is not sufficient paving stones will be used
to resist the traffic.

The width of the national highways varies from
about 19 feet to 29 feet including sideways or shoulders.
Their thickness is difficult to determine, owing to the
fact that they have been built up through successive
applications of stone decade after decade. Many of

them undoubtedly are upward of 20 inches in thick-
ness. One road of this class, route national 23, which
was resurfaced by the American Army, is reported
by the officer in charge of the work to have the follow-
ing composition, totaling 42 inches in thickness: A
surface course of 3 inches of limestone, underlain
successively by 4 inches of trap rock, 7 inches of coarse
gravel, 18 inches of crushed granite in 3 or 4 inch
fragments and 10 inches of Telford base. In resur-
facing it is common to add from 3 to 4 inches of new
stone.

The average cost of construction of all national
highways before the war was 45,000 francs per kilo-
meter, or about $13,685.75 per mile.t’ As the prewar
costs of nearly all commodities and services have since |
been increased from 250 to 300 per cent, the cost of
such construction is now probably from $32,000 to .
$40,000 per mile.

The 1920 budget estimates the cost of maintaining
the roads of this class at 1,800 francs per kilometer, or
about $550 per mile.

STATE HIGHWAYS.

The routes départementales, or State highways,
constitute about 44 per cent of the entire mileage of
roads. They are paid for entirely from the funds of
the Departments. The departmental commission
appoints the personnel of the road service, a corps of
State engineers known as agents-voyers, which con-
sists of a chief road surveyor, two district road sur-
veyors, and from 20 to 40 local road surveyors for each
of the 87 departments. This corps assumes control
over the preparation of the plans, and the execution
of surveys, construction, and maintenance for the
departmental roads. The Federal Government inter-
venes in the construction only when it is necessary to
take possession of private property for the public use
or to approve laws dealing with the alignment of
buildings along the thoroughfares.

In type of construction the departmental roads are
similar to the routes nationales. In width they aver-
age from 5 to 6 meters, i. e., from about 16 to 20 feet.
Their thickness is usually considerably less than that
of the national highways, conforming in this respect
more closely to the dimensions of Americanroads. In
the Department of Haute-Savoie, for example, the
specified minimum thickness is 0.20 meter or 7.84
inches. —

Before the war the Departments were paying in the
neighborhood of $8,000 per mile for roads of this class.
It is estimated that this cost under present conditions
will be tripled. The cost of maintenance, which in the
prewar days was about $300 per mile, is expected to
amount to $500 or $600 per mile this year.

In many of the Departments all roads have lately
been reclassified, and the departmental classification

1 The rate of exchange in this conversion as in all others in this article is as-
sumed to be 1 franc=19.3 cents,

nD) |

TOP, THE CONDITION OF ROUTE NATIONALE 23, FRANCE, AFTER THE ARMISTICE. BOTTOM, THE SAME ROAD AFTER tT WAS
RESURFACED BY THE ENGINEERS OF THE AMERICAN ARMY.

has been abandoned. Roads formerly in this class
have been denominated main lines of communication
and will be maintained hereafter by joint funds of the
Departments and the communes.

MAIN HIGHWAYS AND COMMUNAL ROADS.

Roads of these classes, comprising the chemins de
grande communication, the chemins d’intérét commun,
and the chemins vicinaux ordinaires constitute the
large majority, approximately 90 per cent of the total
of 417,500 miles of road in France.

As the national roads are designed to connect the
principal cities of the Republic, so the main lines of
communication connect the lesser cities of only local
importance.

The road surveyors, or agents-voyers, have charge
of the construction and maintenance of these roads.
In general, the costs are defrayed from the funds of
the communes supplemented by grants from the De-
partment, the latter paying as much as 55 per cent.
The communes interested meet their quotas from their
ordinary sources of revenue, or if this is insufficient,
by a special small tax of a few centimes levied upon all
whose names are enrolled on the direct tax list. In
addition to the monetary taxes, the communes also
exact three days’ labor per year of every able-bodied
male inhabitant between the ages of 18 and 60, or in
lieu of the labor a cash contribution at a regular rate
per day. Ifaman is the head of a family he is respon-
sible for the labor or prestation of every able-bodied
male member or employee of his family as well as for
every beast of burden and every vehicle which he
owns, for these also are subject to the three days’
prestation. Public-spirited citizens often contribute
to the construction of the roads by the free transfer
of their lands for that purpose. In such cases, the
value of such lands is deducted from the amount of the
contribution due from the town.

SPECIAL TAX ON HEAVY VEHICLES.

One of the taxes levied by the French which will
be of special interest to highway engineers in America
is the special tax which is levied upon large industries
whose business is such as to impose unusual wear and
tear on the roads by their heavy traffic. This tax is
known as the industrial subsidy.

No special taxes are levied upon abutting property.
In general, roads are constructed, not for the purpose
of increasing property values, but to unite the towns
and villages and facilitate their mutual intercourse
and commercial relations. The Frenchman concedes
that the creation of new roads adds to the value of
the property traversed, but such increase is too varia-
ble, he thinks, to ascertain with accuracy. Moreover,
it is much less important than one would suppose on
account of the great number of roads already existing.
lt is the exception where the construction of a new
oad increases the value of abutting or contiguous

property to any notable extent. If the owners of —

property wish to increase the value of their lands
unprovided with roads, they construct them at their
own expense.

While the main routes are not departmental roads,
but rather are supposed to belong to the communes
through which they pass, the fact that they extend
over several towns gives them an intercommunal
value which justifies placing them under departmental
administration. The closest American counterpart of
the roads of this class are the State-aid roads of our
States. For the reason above stated the roads of this
class are placed under the administration of the
Department prefect or governor, subject to the pay-
ment by the towns interested of the annual quota for
their maintenance and repair. Estimates relative to
the funds required for construction, maintenance, and
repair are prepared annually by the Department road
surveyors, and such estimates for the coming year are
incorporated in the primitive budget established by
the general council of the Department in its second
session. At the first session in the year for, which the
estimates have been made-the council votes a supple-
mentary budget to which are added the funds left over
from the preceding quarter and the new receipts.
Expenditures for construction are approved by the
prefect and paid by the treasurer of the Department.

The departmental accounts are settled annually, but
the road accounts extend over a period of 14 months,
at the end of which the treasurer renders his accounts
and vouchers showing the receipts and expenditures
for the construction and maintenance of the roads to
the cour des comptes at Paris which audits the ac-
counts of the treasurers of all the Departments.

The roads of general interest and the ordinary
country roads which are comprised in the last two
classifications are solely of communal value and con-
cern, except that where the commune requires aid in
keeping its roads in shape, it may receive aid from

the Federal Government, or under rare conditions from —

the Department. Any balance which remains in the
funds derived from the regular and special taxes after
the share of the commune in the cost of the main
highways has been met is devoted to the construction
and repair of the roads of lesser importance. There
is, moreover, a provision allowing an extra day of
prestation to be devoted to these classes of roads.

The agents-voyers do not concern themselves with
the roads of this class; they are administered entirely
by the mayors of the towns. On a smaller scale the
machinery established to account for and expend the
town road funds is similar to that which has already
been described for the Department, the accounts of
the town treasurer being verified annually by the
council of the prefecture if the ordinary resources of
the town do not reach the sum of 30,000 francs, and
by the cour des comptes, if they exceed that sum.

. Like nearly all roads in France the main and lesser
communal roads are generally surfaced with macadam,
and are from 4 to 5 meters in width, with a minimum
thickness of about 6 inches. On the main roads the
grades compare favorably with those of the national
and departmental highways, and on the lesser roads
the grades do not generally exceed 8 per cent, though
occasionally an aclivity of 10 or 12 per cent is found,
in which case the road becomes little better than a
mule path, its outside width not exceeding 3 meters
or about 10 feet.

WAR HALTS SYSTEMATIC MAINTENANCE.

The famous maintenance system to which America
and the world have turned for a pattern of all that is
best in road up-keep was totally disrupted by the
war. Almost no attention could be given to the roads
from 1915 to the end of 1918, except in the war areas.
In such areas the effort was to keep the roads passable
for army traffic, not, as in other days, to maintain
them in perfect condition. Such neglect has been
attended by its natural result. The roads, especially
the national and departmental roads and the main
lines of communication which have borne the brunt of
the war traffic, are in a serious condition of disrepair.
This is especially true in the neighborhood of army
camps and in the environs of large industrial centers.

Many of the Departments are now setting about to
repair the damage which has been done and it is hoped
that by 1923 the condition will be greatly ameliorated.
The task is made more difficult than it was before the
war by reason of the fact that while the traffic of
heavy units has fallen off since the war, it has not, by
any means, dropped to the prewar density. Heavy
motor camions are now to be seen in far greater
numbers than in former years, and the deterioration
of the roads is expected to be more rapid than formerly.

LABOR AND MATERIAL LACKING,

Necessary as it is that the work of rehabilitation be
prosecuted with the utmost expedition, the Depart-
ments are faced with the fact that the desired speed
will not be possible to attain. Many of the canton-
niers are not yet released from the military service.
Labor to take their places and to augment the usual
forces is scarce and expensive. Supplies of material

have not been obtainable except at great difficulty,

particularly because of the lack of enough railway
cars. Before the war, machinery was not used in the
construction of the French roads in any manner
approaching the use which is made of it in America
and England. Now it is recognized as an essential to
replace laborers and animals by mechanical devices.
Already a number of the departmental councils are in
touch with leading French, British, and American
manufacturers looking to the purchase of equipment
and machinery with which to carry on the war against

the forces of road destruction. Indeed the recital of
the difficulties which, for the French highway engineer,
have followed in the train of the war, and the plans
which are being made for the solution of the problems
sounds to an American like a description of the situa-
tion which confronts his own country. The problems
of the two countries seem to be identical; the general
lines of the solutions which are being worked out are
similar; and it would seem that great benefit would
result to the engineers of the two Republics from a
more intimate interchange of experiences.

PAY OF ENGINEERS AND LABORERS.

Engineers in public service in the United States will
no doubt be interested in the scale of salaries paid to
their brothers in France, listed in the following table,
which applies to the Department of the Loire.

Salary per year.
Agent-voyer en chef (State highway engineer) .... $2, 120-$2, 700

Agent-voyer d’arrondissement (district engineer)... 1, 740- 2,030
Agent-voyer cantonaux (resident engineer) .......-. 1, 060- 1, 740
Employés expéditionnaires (assistant engineers)... - 870- 1, 350
Dames dactylographes (stenographers)...........-.-- 695- 1, 000

The salaries seem somewhat low in American eyes,
but the numerous perquisities and allowances add to
them materially, particularly if the engineer is so for-
tunate as to have a family. Thus there is an annual
allowance for traveling expenses which varies from
$150 to $450. The annual quarters allowance is only
from $20 to $60. But for his family the engineer
receives a substantial gratuity for each child under 16
years of age. For each of the first two he receives
$63 per month. For the third child the allowance is
$87 per month, and if he is blessed with a more
numerous family he receives $93 per month for the
fourth and each younger child.

Wages of laborers have not yet reached the high
levels attained in the United States, but they have
greatly increasedsince 1905. Inthatyearroadforemen
in the Department of Saone-et-Loire were paid only
$16 per month, and laborers received $12 for a month’s
work. The rates reported from the Department of
the Loire for 1920 are $55 to $61 per month for road
foremen and $46 to $55 per month for laborers. In
addition the laboring forces also receive allowances
similar to those received by the engineers. If he is
stationed in a large industrial city the chief cantonier
receives a monthly addition to his pay which varies
from $3 to $7.30; laborers similarly situated receive
from $2 to $6 monthly. The chief cantonier receives
the equivalent of about $24 per year for his bicycle
which he uses in making inspections, and if he makes
a trip exceeding 20 kilometers on foot or 30 kilometers
by bicycle, he is allowed 35 cents additional. His
lodging is paid for at the rate of $1 a night, and in
addition to all these, foremen and laborers alike are
granted the same gratuities for family maintenance

which are extended to the engineers; in their case,
however, only for children under 13 years of age.

THE USE OF ROADS.

The reports indicate that the maximum haul for
produce or other commodities from the point of origin
to destination, excluding rail and water haul, is about
40 kilometers (18.5 miles). This is the maximum
round-trip distance which may be covered by an ordi-
nary team of horses in one day; the average haul by
road is somewhat less. For distances exceeding 18
miles the railroad is used where there is one. How-
ever, since the railway strike a large number of indus-
tries in the larger centers transport their commodities
by motor trucks, in which case the haul is reported as
much greater, but no definite limits are assigned.

In some small towns and villages short roads have
been constructed leading to the railway stations situ-
ated near-the towns, and in such cases it is the railway
company which pays the cost of constructing such
roads.

The use of motor trucks has greatly increased since
the transport crisis, and it is reported that the com-
panies engaged in moving freight charge from 21 to 26
cents per kilometric ton per kilometer, which is from
31 to 38 cents per ton-mile, approximately. No esti-
mate as to the actual cost to the companies was
obtainable, nor as to the percentage of profit con-
tained in their public prices. More indicative, per-
haps, of real costs is the estimate given by the munic-
ipal road service of the Department of Rhone. No
profit being figured in the costs of operating and care
of the municipal trucks, the actual cost to the munic-
ipality is stated as averaging 3 francs per 44 kilometric
tons per kilometer, which is about 20 cents per ton-
mile.

MARKING THE HIGHWAYS.

The increased use of the roads by motor traffic

during and since the war and the prospective influx —

of tourist traffic has directed attention to the impor-
tance of a revision of the system of highway marking.

The small iron signs which have heretofore been used
have been suitable for low-speed traffic but will not
do for a rapidly moving traffic, as the inscriptions are
so small that they can not be read while cars are in
motion, and at night they are often without the radius
of automobile headlights.

During the war the French and allied armies had
recourse to striking signs with large letter inscriptions,
painted on wood or canvas, or, whenever possible, on
the walls of houses. These were placed at a proper
height to be seen by drivers without difficulty by day
or night. The direct result has been that the French

Ministry of Public Works has decided to carry out the
ideas developed through the war traffic: (1) By indi-
cating noteworthy places, such as the names of towns,
or dangerous places, and (2) by denoting the distance
and direction to other places of importance.

A circular issued in August, 1919, by the ministry
and addressed to all prefects of the departments,
requires that the names of villages must be conspicu-
ously posted, on a post or the wall of a building, as far
as possible, perpendicular to the axis of the road and
on its right.

A standardization of danger signals will result from
the decision to use only the four signals adopted by the
International Conference relating to automobile traffic
held on October 11, 1909. The four signs indicate
inclines, turns, road crossings, and railroad crossings,
respectively, and they are to be placed at about 275
yards from the danger point unless special conditions
prevent. They are to be perpendicular to the road
and on the right of the direction followed.

Direction signs will be placed at the entrance to and
exit from all hamlets, as well as at branch and cross
roads. At road intersections there is to be a different
signboard for each direction, containing only the fol-
lowing information: (a) The name of the first place
or village in the direction indicated, and (b) the name
of the first important town in that direction. The
latter name will be identical on successive posts until
the town in question is reached. Beside each name
will be the distance in kilometers. The inscriptions
are to be headed with an arrow and an abbreviation
indicating the class of the road. All signs are to be
placed so that they are within the radius of the lights
of vehicles, and 6 feet 6 inches above the road if they
are in a place where there is much pedestrian traffic,
and 6 feet 3 inches high at the most if ona wall. The
latter placing is recommended.

The inscriptions are to be white on a dark-blue
background, with the lettering at least 5.9 inches in
height, except for danger signals. Numerals will be a
little smaller than letters. Iron, varnished sheet iron,
or wooden signs are authorized. Enamel signs are not
recommended, as they deteriorate too easily and are
dificult to repair. Legislation is in preparation
enabling the painting of signs on walls adjoining the
roads, notwithstanding the opposition of the owner.

In carrying out the arrangements for the placing of
these signs care is to be exercised to safeguard good
appearance; the signs are to be looked after, so that
the inscription will always be legible, and old-style
signs are to be suppressed if they conflict with the new
ones. It is hoped that the entire program of marking
the roads of the Nation will be completed by December
of, 1921.

SUGGESTIONS FOR IMPROVEMENT OF
THE DEVAL ABRASION TEST FOR ROCK.

By F. H. JACKSON, Senior Assistant Testing Engineer, Bureau of Public Roads.

HIS Deval abrasion test is probably
the best known and most widely used
of the methods which have been de-

veloped for testing the quality of road-build-
ing rock. It has been in continuous use in
this country for over 20 years and, in gen-
eral, has been considered satisfactory for the
purpose for which it was designed; that is,
to measure the relative resistance of rock
to wear or abrasion. In spite of this fact,
however, it must be confessed that the method
is weak in at least two particulars. In the
first place, experiments made recently have
indicated the possibility of a considerable
error in results obtained due to variations in
laboratory manipulation. For instance, Mat-
timore, in 1917, reported? a series of results
in which 10 tests on a sample of dolomite
made in the same laboratory and by the
same operator but on different days showed
a maximum variation in percentage of wear
of 0.9 per cent. A corresponding series of
tests on syenite showed a maximum variation
of 1.3 per cent. In the same year Reinecke
and Clark * in a paper before the society re-
ported a maximum variation of 0.6 per cent
on 17 duplicate sets of limestone, and a cor-
responding maximum variation of 0.3 per
cent on 7 duplicate sets of igneous rock. In
both of the cases cited, care was exercised
to insure, as nearly as possible, the use of
identical material in all of the check tests,
The variations noted are therefore assumed

to be due to laboratory manipulation alone.
Results of tests made by the author along
the same line are given in Table I. The re-
sults shown in the table were obtained from
time to time in the course of the routine
work of the laboratory of the Bureau of Public
Roads and extended over a period of a year
or more. No effort was made to specially
prepare any of the samples. They were, however, all
‘prepared by the same operator—an experienced man
who has been engaged in this work for the past 18 years.
These results indicate clearly the degree of accuracy
which may be expected in a given laboratory and under
average normal conditions. It will be noted that the
average Maximum deviation for the four types ex-
amined amounts to approximately 0.8 per cent. This

BiGe eli

1 Paper read at the aniittad meeting of the Dituttoar Society for Testing waterit ils,
Vol. XVIII, Part Il, p. 415 (

2 Proceedings, Am. Soc. Test. Mats.,
3 Tbid., p. 398.

4096—20——2

—-KNIFE EDGES USED ON MACHINE FOR PREPARATION OF SAMPLES

FOR ABRASION TEST.
would correspond, in the case of granite, trap, or other
hard rock having, for mstance, an average percentage
variation of from 12 to 16
or 4 points. This is

of wear of 3, to a possible
in French coefficient of wear,
rather a serious error and calls for a greater tolerance in
interpreting the results of tests than we have been in
the habit of considering necessary. The principal rea-
son for the tae Ee noted 3 is the prac tical impos-

Asbury Park, N N. J., June 22-25, 1920.

1918).

Percentage of Wear

i
Samples Hand Broken.
Standard Test in Black.

55
56

Sample Number.

FIG, 2,—DIAGRAM SHOWING COMPARATIVE RANGE IN PERCENTAGE OF WEAR OF ROCK TESTED IN THE STANDARD AND SLOT TED
ABRASION CYLINDERS.

sibility of securing by the ordinary method of hand-
breaking a test sample consisting of 50 pieces all of the
same size and shape. It is, of course, obvious that
variations in either respect will affect the results ob-
tained, particularly if the stone be unusually soft or
brittle. The present standard method requires that a
sample of rock for the abrasion test shall weigh within
10 g. of 5,000 g. and shall be composed of 50 pieces of
freshly broken stone of as nearly the same size as pos-
sible. While no reference is made to the shape of the
pieces, the assumption has always been that cubical
fragments should be prepared. It has been the
author's experience that such a sample is extremely
difficult to prepare in the ordinary manner in a reason-

20
18
16
14
fe
20
=
3 10
2 8 Pale To
4] ° Granite.
SaaS
iS 4 Limestone
oo
=r 4.
2
0
Pie 2 ESR SV GE ST ATE 100 Fics a iy ae oad ene eh Es Bh

Difference, P - p!

FIG. 3.—RELATION BETWEEN COEFFICIENT OF HARDNESS AND
DIFFERENCE BETWEEN THE PERCENTAGE OF WEAR AS DETER-

MINED BY THE STANDARD METHOD AND WITH THE SLOTTED
CYLINDER,

able length of time. As a matter of fact, it may be
doubted whether it is even approximated in the ma-
jority of laboratories.

TaBLE I.—Comparative results of abrasion tests using standard and

proposed methods.

Percentage of wear by stand- | Percentage of wear by proposed

ard method. method.
Test eal Vet faa en nnn rn nc aa | oe ee
No. rock. Maxi- Maxi-
Individual Aver-|mum Individual Aver-| mum
results. age. | devi- results. age. | devi-
ation. ation.
1} Granite....|. 4.0] 4.3] 4.6] 431 0:6] 6.04 5.8 | 5.71] 5.9 0.3
PAB AE ae Gowan 5.0 4.4 ATGR Mane saeOgGne a0 5.9 6.1 6.0 0.2
Sal Beace dozrree Bal} Bue 29 Mon Lhe Oe. 3.9 4.1 4.0 4.0 0.3
ANT Tap: eee 205) 27 Wes2eouls 204. 0278 | essOne se 3.0] 3.1 0.2
Ouheeree dose 220i)! “2a0 Maen Oreced | nna 4.0 4.1 4.3 4.2 0.3
6 | Limestone.] 5.9 623 11638. 4653) 059) | 12505) 12sS) tea aoNe 0. 4
Mesos Cowecwe 9.3 | 10.8 | 10.6 | 10.2 1.5 | 29.4 | 29.0 | 29.6 | 29.4 0.6
8 | Sandstone.| 5.8} 6.7) 7.0] 6.5 peyl. 2 13. 113500) Asiseleoee 0.3
| ee ———— ———
A Verarols|irin. As eee ee tae arte DBih 5. AE | SEZs See i ae 0.3

USE OF FORCING PRESS.

Appreciating the need of a more rapid as well as
accurate method of preparing samples, the laboratory
of the Bureau of Public Roads has been for some time
experimenting with a forcing press equipped with
suitable knife edges for breaking stone. It was first
used by the laboratory in the preparation of granite
paving block samples for test because it was found
that the variations obtained when specimens were
hand-broken were so great that the results were of
little value. It has a capacity of 20,000 pounds,

aa!

“Oo

Onn

fa \eiticed Ne laNee

=<,

. °
s,
b o, D
.
.,

*s O &: .
s =
a fhe fee ag Be

Percentage of Wear

ea Legend: rod
{4 Standard Test c—o—-—o
bes Slotted Cylinder: 2s-0--<-< ea Hand
le Mee, \ 1.4 RAS one.
pie LT take
EAE et
8 Granite. | | 2 ?
-co-(fp/S 2 B B e De
GE Gee tiipeaam
= 4 dj 22 acs} ; p
“ Ro lO Fe a
% 2 ne o— —_ [ea
oye 7 Ee ee a Fe
ae
= TSE ES a
eure:
: ci eldeed Be ego
= oll ee ine
Mts ies [nel [es sa
6
EST alps ce pale
eS
Come memsr oo ne fils s Ss) S
So o oro So o oO =i Pe Oo
ns + o ° o M™ + wo co =)

Number of Revoluiions

oO
oOo
Oo

So
oO
oO

0 000

Number of Revolutions

FIG. 4.—CURVE SHOWING THE RELATION BETWEEN PERCENTAGE OF WEAR AND DURATION OF TEST.

which is sufficient to break an ordinary standard-
size granite block. By the use of this machine,
small cubical fragments of the size desired may be
prepared conveniently from practically all types of
rock with the exception of some traps and the very
highly foliated or laminated varieties, such as gneiss
and schist. With these types it is always a question
of doing the best possible with the material in hand.
A standard sample prepared in the above manner will
consist of 50 pieces, approximately cubical in shape,
each of which should weigh from 85 to 115 grams.
Results of tests on samples of different types of rock
prepared in this manner and compared to tests on the
same materials prepared in the usual way are shown
in Table I.

The Deval test has been criticized also from an-
other point of view. In a paper presented at the
1918 annual meeting of the American Society for
Testing Materials, Scofield! called attention to the
action of the so-called ‘‘dust cushion”’ on the inside
of the abrasion cylinder. He showed that in elimi-
nating this cushion by removing the dust of abrasion
during the test, a much greater range in values could

‘ Proceedings, Am. Soc. Test. Mats., Vol. XVIII, Part II, p. 417 (1918).

be obtained, especially among the softer rock types.
Other investigators working along the same line had
independently reached the same ‘conclusion. Indeed,
the present method is so obviously wrong in principle
it is remarkable that it has not been changed before.

In regard to the elimination of this ‘‘dust cushion”’
the author sees no better way than to simply mill a
series of longitudinal slots in the standard abrasion
cylinder through which the dust may escape as fast
as it is formed. The slots adopted by the Bureau of
Public Roads laboratory are 14 inches apart, center
to center, and one-sixteenth inch wide. A evlinder
slotted in this manner has been in use in the laboratory
for a number of years. The exact spacing or length
of the slots, however, apparently makes very little
difference in the actual results obtained, provided
there are a sufficient number of openings to permit all
of the dust to escape.

Several other suggestions in the way of improving
this test, such as the use of small shot as an abrasive
agent, a graded instead of a one-size sample, etc.,
have been offered from time to time. Some of these
will be briefly discussed in the conclusions to this

paper.

Tasie I].—Results of comparative abrasion test for rock.

Per” a Per-

sh. | Contage | centage oe

No. Type of rock. ope poses of wear, | of wear, Ditter

ate AER standard | slotted Lane

test. test.
— = = }
fd her: coe ee SMR TS 18.7 35 1.6 2.4 0.8
ee ee QO22. Bet ct ee Seas RoR 7 i ee ee 2.0 2.4 0.4
| Ae 0. Sei eee ee on 18.0 32 2.0 3.0 1.0
4 DR WAN YH seen peene vee OM A ae 19.0 10 ri 4 3a 0.3
bp) VETO sfc ck ect eer see oe 18.5 43 3.0 3.8 0.8
Galcsees OM oe of eee Cee 17.3 21 277. 3.9 i)
vi | ee GO Deere ee ac a Re ne Oe Ss Mail, 4.0 | 1.3
CiragitGs 7-4 sacked s oss = 18.0 14 3.4 4.0 | 0.6
Oi ces QOc eee a as 18.7 10 3.7 4,2 0.5
ti wets Migis Stead ate: endo Lt 3.2 4.2 1.0
RED ee eet ese | 18.0 26 2.3 4.2 1.9
LSAT AINIEO: arom ect ee hae es 2G | 18.0 9 3.6 4.2 0.6
ns} y epee ClOa etc ot tant at Suck | 18. 7 13 3.0 4.3 1.0
La tles cee Gs coer. wee: See | 18. 7 10 a. 4.4 0.9
bbe, Quartz te:seewsscsecks = 18.7 16 3.4 4.5 Heat
GRU GUE AREG 6 ie eae ue wexacet 18.7 9 3.4 4.5 11
ity (| epee tise ae Le Sie BB 7 10 8.5 4.5 1.0
(etapa eee oe 18.0 20 2.8 4.6 1.8
10a Granite. deen se esses ce 19.3 11 | 3.6 4.7 Lab
Ops sare Oboe em ecco eect | 18.7 10 3.4 4.7 es
abl aes (kaa ME, SPS ete Se eee | 18.0 10 3.8 5.0 By
Papin LOW Sanh Al Wis Shaye emt Serra Ore See | 18. 7 17 30 ea 1.8
Zoi) UIOSLONG. Gace iene ers. 17.2 15 3.8 O21 1.6
74) Get Ones Soren eee o (Up Oia en eteted ae Bao 5.6 2.3
Dis MC shail egy ne Se ai ~ epee 16.7 8 3.2 5.6 2.4
26h =a tee OLS ER EER sc ce ae | 17.3 7 4.2 5.6 1.4
Ack Alla 2 0 ile aes ae: Ace ae es 18.3 18 3.2 5.8 2.6
BOW CAPATIUOS S vos ech sw ceeee 17.3 a 4.2 5.9 Lal
29 iG Raa ae he ee ees 16.7 8 4.3 5.9 1.6
BOS «42 GOS oe ste oo ae. aes ae Cee 7 4.4 5.9 heb,
SL Wie ke GaSe ote, SeCeE ae | 18.0 9 4.3 6.0 aye
vi ee 10 eee Eee | 16.7 8 4.5 6.1 1.6
Ee as GOP Fo eae sok ae ees 18.0 8 | 2 ae, 2.0
Sant Sa INGStOUMeL ose wkesos Seite eS 15.0 10 3.4 Mal 4.3
Bt) HOTLOStONG eee eee 16.7 8 4.3 8.0 SA
UG publ id Of Aare On ae ae 16.7 9 4.0 8.6 4.6
OU GL AINOS TONS: da vem Meee oe ay 9} 15 | 4.8 8.8 4.0
12.3 6 3.3 9.3 6.0
16.0 te) 6.0 10.2 4.2
12.3 6 | 4,7 10.4 oy
13.9 8 Bao 10.6 5.3
18.5 6 6.8 10.6 3.8
See) 5 5.4 LOR7 5.3
15.0 7 5.9 Laut 5. 2
16.0 6 6.8 11.4 4.6
16.5 6 7.0 11.7 4.7
12. 1 9 | 6.2 13.2 6.0
tdve of EO 12.2} 5.2
1257 4 ee! 12.9 7.0
135 6 5.6 13.0 7.4
15.9 6 8.3 13.4 bid.
1453 Cf (5) 13.8 6.8
12.0 7 7.4 16.8 9.4
10. 2 7 6.9 191 28D
11.0 5 8.5 22.9 14.4
8.0 5 10.8 27.6 16.8
4.0 4 10.8 31.4 20. 6
:

DISCUSSION OF RESULTS OBTAINED.

The work covered in the following discussion was
carried out, therefore, with two primary objects in
view:

To determine how variations in the results of

tests due to laboratory manipulation may be reduced;

2. To determine the comparative range in values
obtained with and without the ‘‘dust cushion.”

The results of a number of tests made on samples
prepared by machine and tested in the slotted abrasion
cylinder are given in Table I, and may be compared
to the values obtained in the ordinary manner and to
which reference has already been made. It will be
noted that the average maximum deviation of 0.8 per
cent observed with the.standard method has been
reduced to 0.3 per cent by the use of machine-broken
fragments. The individual losses, on the other hand,
have been increased in varying amounts due to the
elimination of the dust cushion. Tests in the closed
cylinder using machine-broken fragments showed

slightly lower average results than with the standard
method, no doubt due to the absence of wedge-shaped
or flat pieces which frequently find their way into a
sample prepared in the usual way. The results of a

number of tests on a large variety of rock types are
given in Table Hl. These results are plotted in figure
2 in the order of their loss by abrasion in the slotted .
cylinder. They are of interest in showing the rela-
tive effect of the dust cushion as measured by the
hardness of the rock. This relationship is plotted
in figure 3 in which the hardness of the stone deter-
mined by the Dorry hardness test ° is plotted against
the difference, P-P’, between the abrasion loss in the
slotted and in the standard cylinder. Taking into
account the fact that all of the test results given in
Table II were obtained on samples hand-broken in
the usual way and are lable therefore to a possible
error of nearly one per cent, the relationship 1s fairly
well defined, and shows clearly the value of using the
slotted cylinder in differentiating between the wearing
qualities of the softer types of rock,

In figure 4 are plotted the results of a number of
tests made in both the standard and slotted abrasion
cylinders in which the loss by abrasion was determined
at the end of each 1,000 revolutions. A comparative
run was made also in each case using six 1$-inch cast-
iron shot as an abrasive agent. These tests were
made in order to determine the practicability of accel-
erating the wear by means of an abrasive and at the
same time speeding up the test by cutting down the
total number of revolutions. According to the re-
sults shown in the figure it would appear theoretically
possible to obtain about the same loss at the end of
2,000 revolutions when shot are used as would be
obtained at the end of 10,000 revolutions without
the abrasive. As a matter of fact, however, experi-
ments have shown that the gain in time thus effected
would be more than counterbalanced by the resulting
loss in accuracy. It has been found impossible to
obtain check tests closer than 1 per cent when an
abrasive is used, due probably to the breaking up of
the fragments composing the sample under the action
of the shot. This action makes the test a measure of
toughness rather than of resistance to wear. Inas-
much as the amount of this action would depend to a
large degree on the prevalence of insipient fractures or
minute seams in the rock which would not affect the

value of the material in road construction, the use of
an abrasive is not recommended. The effect of these
minute fractures which frequently can not be detected
by the eye has been noted in connection with the
standard test for toughness of rock.

The following conclusions may be drawn:

1. Results of the standard Deval abrasion test as
conducted in the usual way are accurate to within
1 per cent.

2. The difficulty of properly preparing samples by
hand in a reasonable length of time is the principal —
reason for the discrepancies i in results observed.

3. Samples may be prepared conveniently and
accurately by means of the machine described in this
paper.

4. The range in values of percentage of wear is
greatly increased by the use of a slotted cylinder
which permits the dust of abrasion to escape as fast
as it is formed.

In general, the difference between percentage of
wear as determined in the standard and in the slotted
cylinder increases as the coefficient of hardness of the
rock decreases.

5 Bulletin No, 347, U. S. Department of Agriculture, p. 6.
6 Proceedings, Am. Soc. Test. Mats., Vol. XVIII, Part I, p. 414 (1918).

THE CHARACTERISTICS OF STEAM
DISTILLED PETROLEUM RESIDUALS:

By B. A. ANDERTON, Chemist, Bureau of Public Roads.

N THE interpretation of the results of tests on bitu-
minous road materials, it is well understood that a
given set of values must be considered as a whole;

in other words, the significance of almost any result
is dependent upon other results or combinations of
them. So in the preparation of specifications, the
selection of suitable requirements to secure the de-
sired materials must therefore be done with the influ-
ence of other requirements always in mind. We have
all seen specifications for asphalts and road oils with
which no commercial product could possibly comply
on account of some unattainable requirement.

The writer is not aware that there is in the literature
on bituminous materials any great amount of data on
the relationships between the various tests with re-
gard to the types of crude petroleum involved, and
particularly as affected by the variations in process of
manufacture. With the experience of many years’
testing of bituminous materials, some general con-

Eeepal ey
Hes Seek Sees Ih See
als
| a a |

7 i T
2)
sais
iS
= aac oy eee Biaey ees
owt
ae a3
Kor
roy
>
Brel | .
Loe RUIN NO
| ALIFORNIA
= tee fee
9

0 80 70 60 50 dA Sen Si)
Percent Residue

FIG. 1—TYPICAL TESTS OF CONSISTENCY WITH PROGRESS
OF DISTILLATION.

Ss
S

Penetration,25°C.

oo
=>)

| [sh SS a at
99 1.00 1.01 1.02 1.03 . 1.04 105 1.06
Specific Gravity 25/25°C

ee | at

FIG. 2-—PENETRATION OF CALIFORNIA AND MEXICAN ASPHALTS
SHOWING GREATER SPECIFIC GRAVITY OF MEXICAN PRODUCTS.
clusions have been well brought out; as, for example,
thé relatively high specific gravity, insolubility in
petroleum naphtha, and percentage of fixed carbon of
products from Mexican petroleum; also, the relatively
low ductility, high melting point, and high insolu-
bility in naphtha of blown oils. But, in general, it is
quite difficult to correlate available data in order to
demonstrate specific relations along these lines, and in
this paper the writer will endeavor to make some con-
tribution to the subject which, while not entirely new
material, may be of interest as setting forth in a
definite manner the significance of some of our present

tests.

The opportunity to study the characteristics of
petroleum residuals in this manner comes as a result
of the operation of a small experimental refinery by
the United States Bureau of Public Roads. A num-
ber of runs have been made, all of which up to the
present time have involved steam distillation. Three
typical crude petroleums have been used from Cali-
fornia, southern Texas, and Mexican fields, respec-

1Paper presented at the annual meeting of the American Society for Testing Materials, Asbury Park, N. J., June 22-25, 1920,

4096—20——3

tively, whose important characteristics are shown in
Table I. During each distillation steam was passed
through the still at such a rate as to maintain a fairly
constant ratio of water to oil distillate in the flow from
the condenser. These ratios were as follows:

Petroleum. California. | Texas. | Mexican.
| | | | |
BRUM Oe nek ee eee ene Aaa) Tee ee ah, SOT
Average steam ratio.................. 0.69 | 1.21 0.92 | 0.75 | 0.55 0.65 | 9.88

| |

le site Herta
[ x al
re a el Ba = + = +
60; — + + |
4&
2
giaal im
=
14) + +
er
3 |
: 45
D X
3 50 wy
eee} ZN
2 | wo
3)
D r
=
: magic
=
- —
40 Nee nas sie!
za Eee
—1 A ee ee ee
1.00 1.01 1.02 1.03 1.04
Specific Gravity 25/25°C.
FIG. 3—MELTING POINTS OF CALIFORNIA. AND MEXICAN

ASPHALTS SHOWING GREATER SPECIFIC GRAVITY OF MEXICAN
PRODUCTS.

TaBLE I.—Characteristics of crude petroleum as shown by tests on
three typical petroleums.

Petroleum, source.
Property. a
, | California, Texas, Mexico,
Kern River. Sour Lake.| Panuco. .

- — — — a = — —
Water, per cent by volume........ See reee tae G20 0.0 2.9
ppeciticisravi ty, 27/207 (Clean oe eee eee 0. 965 | 0. 935 0. 985
Flash point, degrees centigrade.........-...-.. 115 54 52
Burning point, degrees centigrade... -.-. see -- snes eee 122 110
Specific viscosity; top gler 25c'C so, sseeeen ae onal eee 22: Se Wie eee eee
Specific viscosity, <bmelen.o07 ©." soe. oes e eee ealeniemte. sees = | oO baer Shs ae aerate
epee Viscosity, mgler; 100° (Cet ser. = eee 2. 82 SOO Meee es one
Hloatiest 32° On, SOCONdS 2 se cee ease eich ier (oneries Sere ol seiner 40.6
Hloat tést,/50" Ce, seconds. os.ne. eins cates ovens SEO! wBlte a Saeteare sete 26.5
LOST MeSis 10> Ch SOCONdS ye a see oes cose rien ae 6:65 Eee oes 16.5
Loss at 168° C., 5 hours, 50 g., per cent......... 8.76 | 15.70 11.73
Float test residue, 50° C., seconds.......-.....- 20.8 4.9 78.7
Float test residue, 70° C., seconds............-- Bon Cusa spose SES oaaeeasc 38.3
Bitumen insoluble in 86° B. naphtha, per cent. -| 3.4 0.31 20.09
Mimed/ carbon, per.Cen teseaees = eee es eee eee 3.58 | 1.38 10.77
Organic matter insoluble, per cent.-........-.- 0. OL 0. 07 0.09
Inorganic matter insoluble, per cent........... 0.0 0. 06 0.00
Total bitumen (soluble in C82), per cent.....- 99. 99 | 99. 87 99. 91

As distillation proceeded, samples were taken
systematically from the experimental still and tested,
following the standard methods of the American
Society for Testing Materials whenever they were
applicable. Otherwise tests were carried out accord-
ing to the methods in use by the Bureau of Public
Roads.t It can readily be seen that these series of
samples, all produced from the same still-charge of
petroleum, and representing the changes in charac-
teristics of the residuals taking place as the distilla-

Bp eel a we,
TMex' oo cares ee

A sua
: BeoREn ttt a

ie: y isi T
|_|

Tt EEE
a Vola glessl ad
aaeee

oo
+

Fixed Carbon ©

ow | {
re |
Biola
40 60

20 80 100 120 140
Specific Viscosity 100°C

FIG. 4—THE FIXED CARBON OF TYPICAL FLUID RESIDUALS.

—
aca

a
rc)
for]
°o

iM
be sat
; ah
coh

oS
Oo

tion .continued, permit a study of interrelations
between tests which could not ordinarily be accom-
plished with a collection of miscellaneous samples,
affected possibly in different degree by variations in
the original crude and in method of treatment. As
an example of the development in consistency as the
distillation progressed, figure 1, representing the
specific viscosity and float tests of residues secured
in one distillation of California petroleum, may be
shown. Abscissae indicate the percentage of the
crude remeved as distillate or, on the scale given, the
percentage of residue in the still. These curves are
typical, not only of the graphical representation of
other test results, but of other crudes. With very
few exceptions, a smooth curve can be drawn with
such plotted points, representing the actual relation
of the two variables fairly well.

Within the space of the present paper it will be
possible to discuss only the most prominent relations

CHEECH oa

Fixed Carbon

50 . 100 150 200
Penetration 25°C.

FIG. 5.—THE FIXED CARBON OF TYPICAL CALIFORNIA AND
MEXICAN ASPHALTS.
‘Methods for the Examination of Bituminous Road Materials, Bul, No. 314,
U.S. Department of Agriculture.

which have presented themselves as a result of the
work so far, which, as may be mentioned again, has
dealt entirely with steam distillation. The samples
examined should be considered as typical of their
type; and little attempt will be made to discuss the
test results theoretically, or to derive mathematical
relationships, as it is felt that the scope of the avail-
able data is at present too limited for discussion of
that nature. The data are presented graphically,
requiring in most cases little explanation or comment.

Tests have shown clearly the greater density of
Mexican asphalts. In figure 2, asphalts up to 200
penetration produced from the Mexican petroleum
have a specific gravity of about 0.02 to 0.03 higher
than for corresponding California products. It will
be noted that there is a distinct difference in the two
curves 6 and. 7, although in both runs the crude was
the same Mexican petroleum. This may be explained
by the use of a greater volume of steam during dis-
tillation 7.

In figure 3 the greater specific gravity of Mexican
asphalts than of California asphalts for a given melting
point is shown. The difference is more significant
when it is borne in mind that a California asphalt of
the same melting point is considerably harder at nor-
mal temperature, as will be shown later. In figure 3
it has seemed best to represent the relations as straight
lines, owing to the small number of points and having
in mind the accuracy of the tests. The divergence
between the two Mexican series is again noted.

Considering the percentage of fixed carbon in
Mexican, California, and Texas residuals, figure 4
will show the high percentage for Mexican products,
increasing slowly with specific viscosity at 100° C,

ih |
2 | aa |
18 ae + :
a 4
16
=
4 | | |
eee te |
E |
5
7 L
5 J, | |
3 |
iz Tails |
} . ! by Ke
4 7 ia Zo oe i ee
2 ee afrene™ 5
io - l — T |
a Ra EC BR eee

Percent Residue

FIG. 6—THE DEVELOPMENT OF FIXED CARBON IN STEAM
DISTILLATION,

10 12 4 16 18
pee at (MMM SD Sate:
32 +--+ [ aa 7 cI hy, cl ane 32
Mee dita ee ek

Sama mits
1 ot a WikBin wt?
aa Oe i = ay] 28
ears Mare ea Sf, rae fe
26 | 1 T / T 1 ka ] + | we
24 het 1 I oo Bos | [ | 1b 24
t—}—} | ee a seri | | ee
Le ‘aca | | i a oes as | =| | 4 22
5 eee ey a Steal ae
20 7 a zl 7 | + +. om | 20
ns es ee as _+__+__+-___- | | 4
°C 18 |} Fatiriz opt ia aa —
2 eee 2 ae {= [ 4 1 |__|
3 16 $e | be $—— sesh iz i t—-
COL gee ace
5 14 L Hid MS ee ee
a im a i
1}, Ie
cel
Ht a
a
| rE
pais LI 2

10 i2
Fixed Carbon
FIG. 7.—GENERAL RELATION BETWEEN FIXED CARBON AND

PERCENTAGE OF BITUMEN INSOLUBLE IN 86° B NAPHTHA.

The Texas residuals increase rapidly in fixed carbon,
but it is of interest to note that the final point on
this curve represents a residue of only 20 per cent
of the crude oil, attained at a high still temperature.
The Texas petroleum would produce by steam dis-
tillation alone only a small quantity of residuals
suitable for road work, and most likely of an inferior
quality.

The higher fixed carbon for Mexican asphalts of
less than 200 penetration is demonstrated in figure 5.
Comparison with figure 2 will show that the form and
relation of the two Mexican curves is similar, indi-
cating a closer relation between specific gravity and
fixed carbon.

An interesting relation which apparently is inde-
pendent of the type of oil used, and which may point
out the specific value of the fixed carbon test, should
be discussed at this point. If the percentage of
fixed carbon for successive residues is plotted against
the percentage of residue, as in figure 6, it is noticed
that in general the plotted points show a tendency

cB Meco Baad
Bu
ay
Ls
ro}
7) Vig uy /
wo A
gi aa) a} | i C <A ale
YY], <=
Z St eee
cS as Sw
S100 oo ee ames As iZ y j| T& t
5 kobe 2 +9 ae
Odea Ole |
Aa | ii aa
ie eh a4
ee 2 A é fo)
be L [ oe g ib
60 — i ray tS vP
ale arle
Ey Oe Es
| t ai y/ " ay
20—-#4} * ‘a
j | Geet

| C 3 4 5 .6 T
Percent Insoluble In 86°B. Naphtha

FIG. 8—THE NAPHTHA INSOLUBLE OF FLUID TEXAS AND CALI-
FORNIA RESIDUALS.

to lie along the curve of a hyperbola. Also, by multi-
plying the percentage of fixed carbon by the per-
centage of the still charge represented by the corre-
sponding residue, the series of values shown in Table
II is obtained.

Tape I1.—Product of fixed carbon by percentage residue of still charge.

California. Texas. Mexican.
Designation of residue. oe eal = ee
1 2 Suciee4 5 6 ii
|
= I =

Ae tae OO Moen Sete PSE 4,15 | 3.95 | 4.52 | 1.68 | 1.38 | 11.48 | 10.80
ee Sl rats reeale sia Sie = ee faethe ein ALLT NS eSr Hes40 Pelee inedible oei te lone
LO Se SRE ace Se Cane BEDE COE ae 3.99 | 3.87 | 4.81 | 1.74 | 1.39 | 11.42 | 10.95
i eee NOR Fits Ries maison a oe /sanae ae 3.99 | 3.83 | 4.79 | 1.71 | 1.32 | 11.66 | 10.93
R4 -| 3.89 | 3.88 | 4.48 ) 1.64 1) 1,32 |-11.46 } 11.68
ban) Re See SSC cee ah One Be OY oT 80. ent) | D264 E88} TEL 1079)
R6.. -| 3.79 | 3.64 | 4.75 | 1.56 | 1.31 | 11.18 | 10, 55
Ey ce Tins arta AG Rs ugh ae inl oe wal yds 376) 4074 WAST Veoh ee 27 06)
PE Ree re eats Brac sie trois Soe Ae oe ee 31.59) | ASS2 ESQ e285) PAS 26
EU ee ae Mevaranth « sictaher es tee Mam cite oie are -| 3.52 | 4.64 | 1.45 | 1.3) 11.08 | 10.86
ERT (eer eee Seb Sok x tek | eis gan fe aas 3:08 1) ANT a8. |al > oon Seas 10.91
iS Bh, UR cy. Bek eh ine ae | fee 3:09 | 4.68 130124 Ieee 10.71
Rig eet beee teeter ce tinok See | 3.60 | 4.49 | 1.46 1.26 10. 92
TRE ee ee at oe ce ee En Se Wee Sls yelser 2 |S see
ea RA ee ee Re ee Ate ee ea SC Del lesa 15415) ABBY lear ere clahe arene.
Rd | ace tan NOs, Sh 1 46) Pi Bo" le eae
BUG ME tr. Oy ooo os ge See eee ee | 1.32.) Te2Oulee aa ie heii

Average. 2-..0-2..)-vecess---2|°3.06'| 8-66.) 4.6554) 1563'] 11.32 [i 11.84) }10. 91
Mean deviation..........22.0.0005-. SRSrTS Rey ere me we
Maximum deviation.............-..| 221 | T20ishe S20 | ah 08 nes 36

It will be seen that for all distillations the values
for a given run are practically constant. Judging
{rom the deviations from an average value, they are
as constant as should be expected with the fixed

carbon test. Accepting the constancy of the product,
the relation may then be expressed by the equation

RE, =100 Cie,

where Cr is the percentage of fixed carbon of a steam
distilled petroleum resudual, which is R per cent
of the original having a fixed carbon of C,. per cent.
In this connection it may be noted that subsequent
work in which residuals have been air-blown has
shown that blowing materially increases the per-
centage of fixed carbon.

In figure 7 the general tendency of the fixed carbon
and percentage of bitumen insoluble in 86° Baumé
naptha to increase together is shown.

The proportional rate of increase for a given material,
however, evidently varies quite widely, and in this
curve, as in some others involving naphtha insoluble
it is indicated that at some point in the distillation,
reactions begin within the petroleum, gradually
increasing in importance as the temperature rises,
which result in the actual formation of bodies of an
asphaltic character. Particularly is this evidenced
in figure 8, when the naphtha insoluble is plotted
against consistency by the float test at 50° C.

The reversal of curvature is quite striking in this
diagram. If the point at which the curvature re-
verses is,estimated from the graphs, and taken at a:
float test of 30 seconds for the Texas, and 60 seconds
in the case of the California, it may be of interest
to add that the temperature of the Texas oil at this
point in the distillation was 295 to 300° C., while the
California oil had a temperature of 250 to 260° C.

That some asphaltic products soften more readily
upon heating than others and that this susceptibility
to heat may be greatly modified by variation in the
process of manufacture, are well understood facts.
In specifications for paving asphalts, therefore, various
combinations of requirements for melting point,
ductility, penetration at 0° or 46° C., ete., together
with the consistency at normal temnerature, are

Penetration 25°C

FIG, 9—THE MELTING POINT OF MEXICAN AND CALIFORNIA
ASPHALTS,

Specific Viscosity, "100°C.

FIG. 10—THE FLOAT TEST OF TYPICAL FLUID RESIDUALS.

utilized to secure a material having suitable qualities
for the particular work in hand. The variation in
ball and ring softening point for typical Mexican and
California asphalts is shown in figure 9.

Another test which, though looked upon usually as
a consistency test, is not often utilized to investigate
susceptibility to temperature, may be used to advan-
tage on a wide range of products. This is the float
test. That this test is essentially a test of viscosity is
made apparent by the great similarity of the curves
shown in figure 1. The results of the float test are,
however, greatly influenced by the way in which the
material tested softens on heating, and consequently,
as the bath temperature is set at a higher point, the
test becomes more and more a measure of the sus-
ceptibility of the material. It may be considered as
giving a measure of viscosity combined with suscepti-
bility. Figures 10 and 11 will illustrate this. In
figure 10, the California, Texas, and Mexican products

“CCE

ial SN

inv)
eo
i

Float Test, 70°C(Seconds)

240 \ Y Sar aS
Wedel ak
200 Q t
| LR |
1 if we weed
160 “9 Ht —St
2 a ‘hey he
120 ; 7 T =a a ah |
80 | +
| | | hes aL.
20 40 60 80 100 120 140 160 180 200
Penetration 25°C
FIG. 11.—THE FLOAT TEST OF MEXICAN AND CALIFORNIA

ASPHALTS.

show a decreasing susceptibility, in this order, by
having a lower float test at a lower temperature for
the same specific viscosity at 100° C.

A large number of float tests have been made at
70° C., in order to secure data on the change in con-
sistency over a wide range of products, especially to
cover the range of consistency where the viscosity

test at 100° C. or the penetration at 25° C. is not
readily applicable. The results of these tests on the

harder asphalts also indicate the greater suscepti-
bility of the California products, as may be seen in
figure 11.

As the penetration increases, the difference in float
test becomes more marked; at 35 penetration the
Mexican asphalt gives a float test twice that of the
California asphalt.

It will be realized that the relations which the writer
has tried to bring out graphically represent data com-
piled from typical petroleums only, and that the
characteristics of residual oils and asphalts may be
greatly modified by changes in method of refining.
In the writer’s judgment, two features—the signifi-
cance of the fixed carbon test in relation to the prog-
ress of steam distillation and the development of the
float test as a measure of viscosity and susceptibility
to temperature changes—should prove the two points
of greatest interest and value resulting from these
tests.

INDIANA ROAD CONSTRUCTION
ARDIZED.

Uniform road construction is expected throughout
Indiana as a result of an order issued by the State
highway commission requiring the standardization of
road plans and specifications for county highways
which are subject to the approval of the commission,
The regulation became effective July 1 and covers all
county road projects submitted to the commission for
approval.

The regulation is similar to the Federal order re-
quiring the use of standardized plans and _ specifica-
tions by the State for all roads for which Government
aid is expected. The action of the commission ex-
tends the use of the approved standards to the roads
which will be built in Indiana under the provisions of
the county unit road law, by which the State shares
the cost. '

Officials of the commission have compiled the stand-
ards for the Indiana roads, which are identical with
the requirements made of ‘the State by the Federal
Government. The standards will apply to all county-
aid projects proposed under the State highway law,
the county unit road law, and the free grav el road law.

Many counties of the State alre: ady have adopted
the commission standards voluntarily to keep their
road construction up to the spec ifications prescribed
by the Federal and State engineers.

Members of the commission, in discussing the regu-
lation, declared that it will have the effect of standar ‘d-
izing road construction throughout Indiana.

IS STAND-

GOOD PROGRESS IN IMPACT TESTS.

Bureau of Public Roads to determine the

forces exerted by motor trucks on roads are
showing some very instructive results. Various sizes
of trucks have been used in these tests varying from a
1-ton truck up to a 74-ton truck carrying an excess
load. The truck is run over a special device for pro-
ducing artificial impact conditions and the impact
pressure is measured through the deformation of
specially prepared copper cylinders. The blow of
the truck deforms the copper cylinder and the magni-
tude of the blow is expressed in pounds required to
deform the cylinder, the latter being determined in
a testing machine.

Recent tests were made with a 3-ton Packard truck
loaded with a 44-ton load so that the total weight
on each rear wheel was 7,000 pounds, the unsprung
portion being 1,700 pounds and the sprung portion
5,300 pounds. The truck was equipped first with an
old solid tire that had been worn down to a thickness
of 1 inch. Then, with exactly the same load on the
truck, a wheel was used fitted with a new solid tire 23
inches in thickness. And finally, the truck was
equipped with pneumatic tires 42 by 9 inches inflated
to a pressure of 142 pounds per square inch. The
following table shows very clearly the bad effect an
old tire is likely to have on a road surface and the
comparative lack of impact when trucks are equipped
with pneumatic tires:

Ts investigations now being made by the

Approxi- |

The question of impact is one of very great interest
to those who are called upon to decide upon road
design, and it is probable that the results of these
tests may lead to a rational basis for determining
license fees.

IMPACT ON SURFACES OF DIFFERENT TYPES.

A number of slabs have been tested by means of a
machine designed to give impact conditions resembling
those on the rear wheel of a heavy truck. The un-
sprung portion of the weight of this machine is 1,500
pounds and the sprung portion weighs 6,000 pounds.
The test is made by raising the unsprung weight
through a height of one-eighth of an inch, allowing
it to fall 500 times, then to a height of one-half inch
with 500 repetitions, then three-eighths inch more in
height, and so on until the slab fails. Up to date

about 12 slabs have been tested when laid on a rather
wet subgrade and there is a surprising difference in the
strength of the different types of pavements’ tested.
Thus, the total number of blows required to cause
failure have varied with the different slabs from 67
up to almost 2,000. It is expected that a detailed
account of the results of these tests will be published
toward the end of the summer.

RELATIVE WEAR OF DIFFERENT PAVEMENTS.

The bureau is making a study of the relative wearing
qualities of different types of pavements and _ tests
have about been completed on a short section of pave-
ment containing 49 different types subjected to the
wear of a special truck equipped with five large cast-
iron wheels. The results of this investigation are very
instructive and bring out very many interesting
points in connection with pavement design. The
relative wearing qualities of hard as compared with
soft brick are brought out very distinctly in this test.
The relative resistance to wear of various kinds of
stone block sections is also shown up to good advan-
tage. A chance to compare grout and asphalt fillers
for both brick and stone block is furnished by this
investigation. Likewise, the relative wearing qualities
of concréte when mixed with various kinds of coarse
ageregates is indicated. Results of this test are also
being worked up in a paper to be published within a
very short time.

INVESTIGATION OF SUBGRADE MATERIALS.

The investigation of subgrade materials started a
few months ago with the cooperation of the district
engineers and State engineers is proceeding at a very
satisfactory rate. A number of samples have been
received from various parts of the country and labora-
tory analyses of many of these samples are partially
completed. The methods being used by the Division
of Tests have been described and will shortly appear
as a paper so that any other laboratories wishing to
conduct similar investigations may have some guide
as to the method of procedure being followed by the
Bureau of Public Roads.

The samples analyzed have been taken from parts
of the roads that have failed very badly as well as
from adjacent parts of the same roads that have
withstood heavy traffic successfully. It is hoped that
by a comparison of the laboratory results on these
samples with the reported behavior of the road in
service differences in the subgrade materials will
become apparent so that we will be able to say what
physical characteristics soils must possess to give
them high bearing value.

PHOTOGRAPHIC HINTS FOR ENGINEERS.

By JOHN K. HILLERS, Jr., Photographer, Bureau of Public Roads.

O MANY and impor-
tant are the uses of
photography in con-

nection with engineering
works that the camera has
become almost as essential
as the transit as an engineer-
ing instrument. Indeed, it
can often be made to do
much of the work of the lat-
ter instrument, as witness
the part it played in France
in the mapping of the bat-
tle-front areas. No great
use has been made of it in
this way in connection with
highway work, but the writer
is not at all convinced that
it has not valuable possibili-
ties which have so far been
overlooked. Just a sugges-
tion of its usefulness in mak-
ing reconnaissance surveys
is contained in the pictures
reproduced on this page.
As for its value in recording
details of construction for
the illustration of engineer-
ing reports, as a means of
studying the causes of deteri-
oration of engineering struc-
tures by preserving a record
of the appearance of the »
structure at various stages
of failure, and as a means
of picturing the tangible re-
sults of engineering vision—
these uses are too well understood by the engineering
profession to require any dwelling upon.

But though practically all engineers appreciate the
value of the camera as an aid to them in their daily
work, there are many, unfortunately, who fail to
make the most of it, largely for the lack of a working
understanding of a few simple principles. In this
article the writer will not attempt to do more than
call attention to these principles, the application of
which by engineers generally will go far to improve
the character of engineering photography.

DORPEDEEINES

STUDY THE LENS.

The most important part of any camera, of course,
is the lens. It is the eye of the camera, and, like its
human counterpart, it has its limitations. Not only
are differences in performance to be expected of lenses

TOP, A GENERAL VIEW OF OREGON FEDERAL-AID PROJECT NO. 17, FROM STATIONS 150 TO 210,
PHOTOGRAPHED ON JANUARY 10, 1920, BEFORE WORK WAS STARTED, LOCATION SHOWN BY
BOTTOM, VIEW OF THE SAME LOCATION SHOWING THE COMPLETED GRADE.

of different kinds and by different makers, but even
among stock lenses of the same kind and by the same
maker there are differences of sufficient importance to
make it decidedly worth while for engineers to follow
this first bit of advice—‘‘get acquainted with your
lens.” Test it—‘‘calibrate” is the engineering term,
I believe—calibrate it, then, by trying it with various
exposures and different openings in all sorts of light
and upon all sorts of objects close at hand and far
away. Preserve a record of the conditions and the
manner of taking each picture and compare the re-
sults to determine the limitations and capabilities of
your particular lens.

The lenses used by engineers generally are of two
classes, known respectively as the rapid rectilinear
lens and the more modern anastigmatic lens. The
latter was developed to correct the defects of the

rapid rectilinear lens which are manifested by a cer-
tain cloudiness around the edges of photographs
taken with a large opening and short time. The
anastigmats will give good definition under these
conditions, and in this feature alone lies their supe-
riority to the ordinary rapid rectilinear lens. Many
engineers seem to think they must have an anastig-
matic lens to enable them to take good photographs.
It is not at all necessary, and really, is altogether un-
necessary, if exposures be made, as they should be
in nearly all engineering work, with a small opening
and relatively long time. Under these conditions
the ordinary rapid rectilinear lens will give entirely
satisfactory results.

THE STOP AND LIGHT.

Next to the lens in importance are the shutter and
diaphragm, which together constitute the lids which
open and close over the eye and regulate the amount
of light admitted to the sensitive film at the back of
the camera. The shutter, a set of flanges, which when
properly operated, open and .close across the lens,
regulates the duration of exposure. The operation is
controlled either by a cable release, a bulb, or by a
small lever at the side of the shutter. By the adjust-
ment of the small pointer at the top of the lens the
shutter can be set to open when pressure is applied to
the control and remain open until a second pressure
is applied, or to remain open only as long as the pres-
sure is maintained. These two positions, known as
‘‘time”’ and ‘‘bulb,”’ and designated on the scale as
T. and B., are used for long-time exposures. In ad-
dition to them there are other positions for the pointer,
at which the shutter will open and automatically close
after one-hundredth, one-fiftieth, one-twenty-fifth, and
one-fifth of a second, respectively.

The iris diaphragm or aperture consists of a series of
flanges which can be regulated to alter the size of the
opening through which light is admitted to the lens.
The settings or stops of these flanges, which form the
openings which have become standard and which are
now afforded by all cameras, are designated in accord-
ance with two systems of numerals. The systems of
designation are the U. S., or uniform system, and the
I’. system of the Royal Photographic Society, wherein
the opening is expressed by fractions of the focal
length. The openings designated by these two sys-
tems, however, are identical in size, the identity being
as indicated in the following table:

Comparison between the F. and U.S. systems.

system....F. 4.5
1.2

BF.
U.S. system. . -

F. 8
4

Beas
8

Bo
16

Anh 2p
32

F. 32 F. 45
64 128

By the proper combination of time of exposure and
size of opening the light is admitted to the sensitized
film through the lens in just the amount which is
necessary to imprint the desired image upon the film

surface. The same amount of light may be admitted
either by the combination of a large opening and a
short exposure, or by long exposure with a small open-
ing, but the results of the two combinations will differ.
The picture taken with the large opening and short
exposure will present a more or less flat aspect, lack-
ing in depth or the quality of distance and in sharp-
ness of definition or detail. The picture taken with
the small opening will be sharp in definition; minute
details, such as the leaves of trees, will stand out
prominently, and the perspective will be well devel-
oped. It follows, therefore, that if one wishes to obtain
a picture in which detail will be subordinated, as when
it is desired to minimize the defects of a road surface,
the large opening and short exposure make the proper
combination. If, on the contrary, as should be the
case in engineering pictures, the desired result involves
the sharp definition of detail, the proper procedure is
to use a small opening and a long exposure. It is for
this reason that the rapid.rectilinear lens should be as
useful to the engineer as the anastigmatic lens.

In comparing the work of these two lenses, however,
one must remember to compare pictures taken with a
stop opening of the same relative size (F. value). Do
not expect as great depth of focus with an anastigmat
set at an opening of F. 6.3, as the rapid rectilinear lens
gives at its largest opening, No. 4, corresponding to
F. 8. The anastigmat at F.‘8 will give as great depth
of focus as will a rapid rectilinear lens of the same
focal length, with the same opening while, on the other
hand, the rapid rectilinear will not work at all at
KSGi3;

FOCUSING.

No matter what camera you are operating you must

-look to the focusing as well as to the stop and light.

All engineers are familiar with the small focusing
scale which is carried on practically all cameras. Set
at any of the figures from 6 to 100 with which such
scales are usually marked, the lens will be brought to
the proper distance from the focal plane (7. e., the sur-
face of the film) to focus sharply upon an object at
the distance indicated. If the camera be set in this
manner for a focus of 100 feet, every object from a
point at that distance on to the horizon will be in
focus, regardless of the size of the opening. Objects
closer than 100 feet to the camera, however, will not
be sharply defined unless the diaphragm be stopped
down to a small opening. If, instead of setting the
focus at 100 feet, it be set at 25 feet, it will be found
that the only objects which will be in sharp focus, if
the aperture be large, will be those which lie in a plane
at a distance of 25 feet from the camera. Objects
nearer at hand and farther away will be out of focus
unless the size of the aperture is reduced.

To obtain a first-hand knowledge of the effect of
the size of the aperture upon the sharpness of the
focus, it would be an excellent thing if every engineer

would try this simple experiment at the first oppor-
tunity: Place a camera on a tripod and point it at
some object, a tree, for instance. Remove the back
_ of the camera and place a piece of ground glass in its
place. Set the diaphragm for the largest opening
and open the shutter. With the head about 1 foot
away, and the eyes on a level with the camera, throw
a piece of black cloth over the head and the back of the
camera to cut off the light except that entering through
the lens. When the eyes become accustomed to the
darkness, an inverted image will be seen upon the
ground glass. Now move the lens back and forth
until the tree is sharply defined on the ground glass.
If the tree selected is about 25 feet away, the rest of
the picture or the distance from the tree to the lens
and from the tree to the horizon will be out of focus.
Now stop down the diaphragm first to 16, then to 32,
and finally to 64. At each stage it will be observed
that the image becomes fainter and fainter and at
stop 64 it will be difficult to see it. But coincidently
the image becomes sharper and sharper and, by look-
ing closely when the stop is at 64, it will be noticed
that everything in the picture is sharply defined.
This simple experiment will impress upon anyone,
better than anything the writer can think of, the
fact that the size of the aperture or the stop that is
used has its effect upon the focus of the picture as
well as upon the amount of light admitted.

For the ordinary purposes of the highway engineer
a much better picture will be obtained by focusing
on a point 25 feet distant from the eamera and stop-
ping down for definition than by focusing at 100 feet
and using a large opening. The former practice will
reproduce in clean-cut definition all the immediate
foreground where the objects will be large enough to
show small detail and will picture with at least as
great a degree of sharpness as can be obtained by the
second method all objects at whatever distance from
the camera.

In using the first method, however, it is of course
necessary to increase the time of exposure as the
size of the aperture is reduced; and right here is where
the tripod comes into its own.

The average field engineer, to whom it becomes
second nature “‘to consider the size of his pack to
save his back” objects to the tripod as so much
useless weight to be dragged around. For the same
reason he selects a 3A rather than a 4A Kodak. “But
while it is not particularly important which size of
camera he uses, since photographs can be enlarged
or reduced to any size at pleasure, when it comes to
the tripod “‘there’s a reason.” And in the opinion
of the writer the reason is so pertinent that he is
convinced that the failure to give heed to it is respon-
sible for much that is mediocre and more that is
positively poor in engineering photographs.

BE SURE OF THESE THINGS.

In making engineering photographs it is best to
use the tripod for both time and _ instantaneous
exposures. Having set the instrument, be sure of
four things:

First. That the shutter is set
instantaneous exposures as desire

Second. That the diaphragm stop is set at the
proper opening.

ea (for time or
), .

Third. That an unexposed section of the film is
turned into position.

Fourth. That the camera is focused on the principal
object to be photographed.

After placing the camera on the tripod, select the
view. Look over the subject carefully and estimate
what stop and time of exposure will be suitable for
the conditions as to light and color of object. For
cloudy days the writer uses an exposure of 4 second
and the 32 stop; on bright days + second and 32
stop; very bright days 4 second and the 64 stop
or 4 second and the 128 stop. Remember that you
must give the picture sufficient light to develop the
darkest places. An old by-word among photogra-
ae is ‘‘photograph the shadows and let the high
ights take care of themselves.’ And don’t forget
that the general color of the surroundings has a lot
to do with the adjustment of the aperture. On
roads or structures other than concrete, + second
and the 32 stop will give good results on a bright day.
Concrete requires less opening than dirt, macadam,
or bituminous macadam.

If the camera must be pointed into the sun, shield
the lens from the direct rays with a hat or notebook.

If there is action in the picture use an exposure of
gs or zy of a second and a stop of 8 or 16, according
to the brightness of the day. If there is anything as
fast as a moving automobile or railroad train, don’t
use any exposure longer than 3, second.

Best of all, if there is doubt as to the working of
the camera, follow the advice given early in this
article. Take six exposures of the same picture,
varying the opening, and be sure to record the expos-
ure and opening, and then check the results against
the record. If the films are developed in the field
ask the photographer not to cut them apart.

AS TO THE SUBJECT.

The hints which have been given so far deal with
the manipulation of the camera. Perhaps that is the
only subject upon which the writer is competent to
speak; but so many pictures have passed through his
hands, in which there is evident a lack of regard for
the preparation of the subject that a few words on
that matter may not be amiss.

If the aim is to show the details of a structure or a
road, or a road failure, or what not, mount the camera
as close to the subject as possible in order to include
in the picture all that is desired. Get the subject in
the foreground where the details will be large, and then
stop down for definition.

If dimension is of the essence of the. subject, lay a
white rule in the picture where the figures will show
prominently, or get a man into the photograph with
whom to compare sizes.

If the subject is a depression or an elevation below
or above a general surface, take the photograph at. a
time of day when the length of the shadow will bring
out the depth or height of the subject. Such a picture
taken at midday will not be satisfactory. For this
purpose it is best also to photograph into the sun.

li the picture is a construction picture, in which the
workmen are supposed to be at work, try to catch
them before they know they are being photographed;
but if they must know it, ask them as one gentlemen

(Concluded bottom column 2, next page.]

LAST APPORTIONMENT OF FEDERAL AID.

HE last apportionment of Federal funds to
aid the States in road construction under
the existing Federal aid act became available

July 1. This will be the largest apportionment yet,
certified under the Federal aid act, amounting to
$100,000,000, three-quarters of which is derived from
the appropriation of 1919 and $25,000,000 from the
original appropriation of 1916. A deduction of
$3,000,000, or 3 per cent of the funds, will be made to
provide for the expense of administering the Federal
aid act by the Department of Agriculture. The bal-
ance of $97,000,000 will be divided among the States
in proportion to their population, area and mileage
of post roads. The allotments to the several States
from the two portions of the fund are given in the
table of apportionment printed below.

Under the law the States are required to enter into
formal agreements with the Secretary of Agriculture
for the construction upon which this money is to be
used before July 1, 1922. Any money which is not
taken up before that time will be reapportioned among
all the States in the same manner in which the original
apportionments are made. All previous apportion-
ments have been taken up in the time allotted, and it
is not likely that the States will fail to absorb this
last apportionment. To do so, however, will mean
that the States must survey, plan, and let contracts
for at least $200,000,000 worth of Federal aid road
construction in the next two years.

If the States continue to pay more than 50 per cent
of the cost, as they have in the past, the cost of the
roads constructed with this last apportionment may
reach $250,000,000. In other words, it will be neces-
sary to plan for construction at the rate of at least
$100,000,000 and probably more per year. Some
appreciation of what that means may be gleaned from
the fact that in 1915 the expenditure for all roads in
the United States, constructed under State super-
vision, was only $80,000,000.

Since 1915, however, State highway departments
have been greatly expanded, and efficient machinery
has been developed which will undoubtedly be able to
handle the greater volume of work.

Remainder of 1916 Federal aid appropriation.

Sum apportioned. Sum apportiond.

Jat EAL OY TG 6 5p Ue ee ee $526, 220.88 | Minnesota.................. 710, 522. 33
ATIZODR Ione ceca aha cne ese 343,411.04 | Mississippi. -- 2 -22..-. 222 451, 889. 29
Arkansas eocee aah ences A21, 204,52 | MISSOUTI-.. cb. 5 scissor 846, 974. 90
Cali{onmtt sense cot <cetic, ena 163; 668.88) | Montang-ecs- -----sn ee nore 501, 747. 53
COIOTAGC OS tee tess eres 438, 939. 79'| Nebraska.-05--22 2-42 .8.2.b. 533,435. 50
COnNOCHEUUes.ccs bees = 1535307 e00:\UNOV AU Ber aoe ees ee eee eee 319, 086. 11
Delawaretces. eetess sees 40,668.70 | New Hampshire. ---....... 103, 709.73
Plorvridas: ch oboe tee ee 286,861.98 | New Jersey....--........--- 296, 889. 11
Georeig, Sih ee oe 674, 287.74 | New Mexico..-.-........... 399, 616.96

Idaho...- 306, 512.48 | New York...--............- 1, 242,973. 28

Lllinois5-eec ee eee -. 1,091, 266.98 | North Carolina.......-..... 569, 763. 45
[Indian . 671,763.32 | North Dakota.. --- 384,056.95
lowa 720, 332.18 | Ohio........-..- 926, 561. 70
Kansas. . 717,811.16 | Oklahoma...-. 575, 619. 53
Kentucky... 3.2520) cee 487,938.86 | Oregon........- . 394,038.01
Louisiana 0-25... eee 340, 557.78 | Pennsylvania... . 1,147,986. 51
Maine... 295 see ee eee 240,057.54 | Rhode Island.....-. 58, 314. 22
Maryland................... 216,749.65 | South Carolina..... 359, 004. 76
Massachusetts.............. 368,197.21 | South Dakota...... 403, 944. 86

Michigan 722,916.99 | Tennessee... ..2.-......-2- : 565, 478. 48

Remainder of 1916 Federal aid appropriation—Continued.

Sum apportioned. | Sum apportioned.

Téxas. 2.20, See 1, 465, 399.62 | West Virginia............. 265,038.19
Utah.2. 222.259 Spee eee 282;393.91'| Wisconsin. 22... <--2.7.2e- 636, 236. 34
Vermont. <2. -ae ae se 1125510527 | WiyOmlin gs sec ae eee ee oes 308, 428. 96
Virginiges< lee toe eee eees 494,418. 46 | [tee
Washi netonae serctre meer 361, 156. 95 | Totals 2 sta ses sete 24, 250, 000. 00

Apportionment of 1919 Federal aid appropriation.

Sum apportioned. Sum apportioned.

Alabama.....- $1, 578, 662.63 | Nevada....... Sig Sais as $957, 259. 32
Arizona...... 1,030, 233.12 | New Hampshire-......... 311, 129. 20
Arkansas. . 1, 263, 883.57 | New Jersey...-.-.-.------ 890, 667. 34
California. - 2,291, 006.63 | New Mexico. .......-.-.-. 1,198, 850. 89
Colorado....... 153165819: 38;| New sOrkes. 22 fms .cenack 3, 728, 919.83
Connecticut 460,012.07 | North Carolina.-........-- 1, 709, 290. 35

elawares.22i.foc.scsete= 122,006.11 | North Dakota...........-.- 1, 152,170. 85
MIGTICN Wes ec eee 860585594 /Ohionsscsas scent aeecen se 2, 729, 680511
GOOrgiat ss conc) seers 2,022, 863. 22,| Oklahoma. ...-...-..----- 1, 726, 858.75
Idahosseeee Pry. teen ee 919° 53/2 45) "Oregon. -sa.552- one eeee oe 1,182, 114.02

LUNN OS Seen Cae een eee 3, 273, 800.93 | Pennsylvania.............

3, 443, 959. 54
2,015, 289.95 | Rhode Island.........-.-..

174, 942. 65

TOWAessathues see aah eee 2,160, 996. 56 | South Carolina............ 1, 077, 014. 28
Keanisase cp ceeeceeeeeeeeee 2,153,433. 46 | South Dakota..........-.. 1, 211, 834. 58
IKi@nCU Cy: 2 eerie seer eee 1,465,816..57 | Dennessee--.- 2. 2:22 -22-25--5 1, 696, 435. 42
Moulsianaiscae ces aaeece 1021 Cis) SoM DOS ass see tee eee eee eee 4,396, 198. 84
Main ove sete ctee tere cae 120; L72.€25 U tahises. se seat eee ae cee 847,181.75
Marylandiness emcee tee G50} 248.96) \Viermomts. sive -2 te ancee ene 337, 557. 82
Massachusetts...........-- 11047591 G2) UV item as... ee eee ee 1, 483, 255. 37
IMICHI Ga Tee etcetera nree mre 2,168, 750. 98 |*Washington.............-. 1, 083, 470. 84
Minnésotacseeneeeeteeeet 2,131, 567.00 | West Virginia............. 795,114. 58
Mississippi -e secs tadeceee L355; '68788:| WISCONSIN aeaace cs se eco 1, 908, 709. 01
Missouri Ste ceatetee cee 2, 540,924.70 | Wyoming.............-... 925, 286. 88
Montana. Sasa eae oe eeee 1, 505, 242. 60 —
Nebraska: eiecss-tee ee =e 1, 600, 306. 43 Totaly. eo ees 72,750, 000. 00

PHOTOGRAPHIC HINTS FOR ENGINEERS.
{Concluded from page 21.]

of another please to look busy. Our own files are full
of pictures which, taken collectively, would prove
beyond the peradventure of a doubt that workmen
never work.

If the picture is to represent a finished road or
structure, see that it is really finished before it is pho-
tographed. See that the ditches and shoulders are
trimmed; that the road surface is clear of litter and
free of defect, and, unless construction details limit,
take the picture so as to include a beautiful tree or
some bit of scenery that will add to the beauty of the
picture.

At times, roads are constructed in which the align-
ment or the grades, the location in other words, is not
all that it should be in places. Sometimes such
faults are deliberately passed over in the plans for’
economic reasons, or for numerous other reasons;
sometimes thay are the result of poor design or over-
sight. If the faults themselves are to be the subject
of the pictures, emphasize them by a suitable set-up.
An ugly break in ite grade will show up best from a
set-up at a distance and slightly to one side of the
road, which will make it stand out much like an angle
in alignment. Angles in alignment can be caught best
by shooting along the edge of the road rather than
Abie the center. The same is true of wavy edges of
concrete roads.

But unless the defect is to be the subject, try to take
the picture in such a way as to exclude it. There are
few things more beautiful than a perfect road thread-
ing its way over hill and dale, and promising fresh
delights at every turn to all who will follow it. Pic-
tures of such roads speak more eloquently of the bene-
fits of improved highways than the most carefully
developed argument of engineer or economist. They
are valuable, therefore, not only as a record of com-
pleted work, but as an inspiration to all who see them
for more roads and better roads.

THE MANUFACTURE AND USE OF
LABORATORY DIAMOND CORE DRILLS.

By F. H. SCHLOER, Instrument Maker, U. S. Bureau of Public Roads.

HE many requests which have been received
from time to time by the Bureau of Public
Roads regarding the proper construction and
use of laboratory diamond drills indicates that much
difficulty has been experienced by numerous road
materials laboratories along these lines. For this
reason it has been deemed advisable to publish
somewhat in detail the methods used by the Bureau
in the manufacture of these drills, and, inasmuch as
the life of a drill depends to a very large extent on
the way it is used, some precautions regarding their
proper use are also given.

Black carbons or diamonds used for laboratory
drills should range from +5 inch to 335 inch in size
and should be dense and regular in shape. Dia-
monds suitable for the work will weigh in the
neighborhood of 0.1 carat each and from six to
eight diamonds are required for a 1-inch drill. They
may be obtained from any of the diamond importers.

The diamond drill used by the bureau consists of
a steel or bronze crown soldered to the end of aseam-
less steel tube about 43 inches long and 1% inches
outside diameter and carrying six diamonds, each
about 3%; inch in diameter. The other end of the
steel tube carries a No. 2 Morse taper hollow drill
shank through which water is admitted to the inside
of the drill. The drill crown proper is made either
of Tobin bronze or soft cold-rolled steel, 1 inch in-
ternal diameter, 13% inches external diameter, +
inch high, with a recess 3°; inch in depth by 14 inches
in diameter in which the steel tube is soldered.
A detail view of the drill crown showing the various
dimensions is shown on page 24.

SETTING DIAMONDS IN DRILL CROWN.

On the next page areshown the various pieces of ap-
paratus used in the operation of setting the diamonds
in the drill crown. A is a piece of cold drawn steel
14 by 4 by 6 inches, with a yoke Cand thumbscrew
and is used to hold the drill crowns. After mounting
a crown in the clamp as shown, six holes are drilled
in the face of the crown at equal distances apart,
three of the holes almost breaking through the out-
side of the face of the ring and three almost breaking
through the inside of the face. The holes should be
slightly smaller than the diamonds which are to be
used, and each should be slightly nicked on the thin
edge with a fine file. A diamond is then placed in
one of the holes, gently tapped with a piece of brass
so as to hold it in place after which the crown is
placed in a small jeweler’s vice D, having jaws of

Se
4
=
os
*
<
#.

ee
: fs

THE DRILL IN USE SHOWING PROPER METHOD OF BEDDING
THE SAMPLE.

soft steel or brass, with which the diamond is forced
into the hole. Should the diamond not stand the
pressure and crumble it is not fit for drilling. It
should be possible to force any diamond good
enough for drilling purposes into a hole in the above
manner. Flat drills B, made of +-inch drill rod,
turned about 4 inch long and of a size slightly
smaller than the diamonds, are used for drilling the
holes. It has been found that the flat drills are
better than twist drills for they are stiffer and do
away with a center punch. After the diamonds are
all set, the drill is soft soldered to the end of the
steel tube and is then ready for use.

Any drill press equipped with a hollow spindle and
with the table so arranged that the water carrying
the rock cuttings may be properly collected and car-
ried away is satisfactory for use in rock drilling. <A
drill press equipped with a No. 2 Morse taper is
large enough. The speed of the drill should be about
300 revolutions per minute. ;

USING THE DIAMOND DRILL.

Great care should be exercised when
first using a diamond drill. <A block of
very soft limestone or sandstone should
be selected and a number of cores cut
from this stone until it is found that the
drill is working properly, after which it
may be used on harder rock. The sam-
ple should be bedded on a bag filled with
sand, as shown on page 23, or in the
case of very small pieces it may be nec-
essary to mount the samples in plaster
of Paris before drilling. Plenty of water
should be used on the inside of the drill
so as to keep the space under the crown entirely free
from rock cuttings, which, especially in the case of
soft rock, have a tendency to ‘‘gum up”’ the drill.
After one or two cores have been drilled, their diam-
eter should be measured, and if it is found that the
drill is cutting cores more than 25 millimeters or less
than 24 millimeters in diameter, one or two of the
diamonds must be reset. If the drill crown is turned

Jolnt soldered

NB
i]
Le}
Ey

PZ7ZZILIAL LALLA dda

Carbon pons

DIAMOND CORE DRILL

FIGURE SHOWING DIMENSIONS OF THE DRILL CROWN.

APPARATUS USED IN SETTING THE DIAMONDS.

to the dimensions shown, however, and the diamonds
set as indicated, the cores should come out very close
to 25 millimeters in diameter. The pressure should
be applied always by hand and never automatically
on account of the tendency of carbons to shatter if
subjected to any appreciable impact. When drilling
stone by hand, the pressure on the drill may be regu-
lated in accordance with the character of the mate-
rial being drilled. This is, of course, not the case if
an automatic feed is used. A much greater pressure
may be used when drilling fine-grained, homogene-
ous materials, such as trap, even if the rock is very
hard, than in the case of coarse-grained, nonhomo-
geneous materials or stone in which minerals of
greater hardness than the mass of the rock are em-
bedded. With a properly constructed drill, it should
be possible to cut a core 4 inches in length from rock
of medium hardness in about 10 minutes. The drills
made by the Bureau of Public Roads will cut from
20 to 50 feet of rock before it becomes necessary to
discard them, depending, of course, on the average
hardness of the stone being used.

CORRECTIONS.

The jinx was working overtime when the captions
were added to the illustrations in our June issue.
We do our best to make amends as follows:

Page 5. The caption of the top picture should
read: “Bulkhead bridge over the West Walker
River, Nev., on Federal-aid project No. 83.”

Page 9. The photograph at the left is a view of
Pennsylvania Federal-aid project No. 29, from Mil-
ford {to Matamoras, a bituminous concrete road.
At the right is a concrete Federal-aid project, No.
22, from Tobyhanna to Mount Pocono, Pa.

Page 11. The second word of the caption should
be “road.”

Page 19. The caption should read as follows:
“Matchless Crater Lake in Crater Lake National
Park. A forest road now under construction will
reach this lake.”

FEDERAL AID ALLOWANCES.

T THE close of the fiscal year June 30, 1920, all
States with the exception of Oklahoma and

South Dakota had entered into agreements

with the Secretary of Agriculture for the construction
of road projects which will call for the expenditure of
their allotments of Federal funds for the fiscal years
The excepted States had not
taken up the entire amount of their allotments for the
fiscal year 1918, but owing to the fact that during
that year they had no recognized State highway
departments they are allowed under the law until
June 30, 1921, to take up their apportionments for

1917, 1918, and 1919.

1918.

Three States, Illinois, Maryland, and Washington,
had executed agreements calling for the entire amount
of Federal money available to them for each year up

PROJECT STATEMENTS APPROVED IN JUNE, 1920.

year.

approved.

to and including the fiscal year 1920; and several other
States have submitted plans, specifications, and esti-
mates for projects which will entirely consume their
allotments up to the beginning of the current fiscal

At the beginning of the new fiscal year, July 1, 1920,
2,984 project statements had been approved repre-
senting 29,319.35 miles of Federal-aid road which it is
estimated will cost $384,916,819.53 and on which Fed-
eral aid to the amount of $163,841,503.93 had been

On the same date project agreements had been

entered into for. 1,963 projects involving 15,178.08

allowed.

: Project
7 Project . Length, :
State County. ‘ Type of construction. statement
No. in miles. approved.
|
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OS 8 Ghign set oe. he LOCO TE CONCTOLG tee <> See res ee ee eee eke June 8 |
VST ISPYEY SC np Re P44 CCHippawa onsets c= sees Se NESTE De che Seine eee ns Se i ee ene a June 4

Estimated
cost.

$187, 399. 08

185, 630. 50
30, 534.46
267, 953. 40
105, 927.25
307, 711.80
148, 104.00

413,163.30 |

163,789.00

133, 608.75 |

65, 120,00
48, 839.12

30,668.00 |

80, 000. 80
79,915.00

37,778.40 |

85, 052.00
50, 481.20
36, 119.60
56, 944. 80

126,999.99
63, 000. 00

19; 453, 50

64, 392. 88

33) 145.20
1 21? 985.26

10, 229.98

154, 000. 00
632, 700.00
517, 300. 00

290, 000. 00

85, 000. 00

168, 000. 00

79,742.
145, 810.
240, 600.
137, 760.
131, 647.
55, 353.
342’ 660.
250, 548.21
350,217.99
70, 004. 69
172, 417.46
289,611.31

23
00
59
94
73

50 |

280, 156.06

1117, 983. 80
37, 161.24
74, 565.00
49, 000.00
45, 531.20
41, 560. 08

miles which it is estimated will cost $253,990,389 and
for which $109,838,173.71 of Federal aid will be

Federal aid.

$93, 699. 54
90, 000. 00
14, 400. 00
43, 000. 00
40, 000. 00
73, 500.00
42) 000. 00

100, 000. 00

119,000. 00
40, 000. 00
25,000. 00
24) 419, 56
15,000.00
40, 000. 00
39, 000. 00
15,000. 00
427 500. 00
20, 600. 00
18, 059. 80
28) 472. 40
63,499. 99
31, 500. 00

9,726.75
32,196. 44
16, 572. 60

110, 992. 63

7, 500. 00

4,000.00

5,114.99
77, 000.00

221, 445.00
181, 055.00
75, 600.00
40, 000. 00
82, 500.00
26, 250.00
21,000.00

120, 300.00
25, 000. 00
40,714.39
12} 000. 00

171, 330. 25

100; 000. 00

162, 000. 00
35, 000. 00
86, 208. 73
59. 400.00

110, 000. 00

1 35, 000. 00
18, 580. 62
33, 480. 00
24,500.00
13, 290. 00
20, 000. 00

1 Withdrawn.

PROJECT AGREEMENTS EXECUTED IN JUNE, 1920.

State.

Alabama

ATIZONA ee oe ose eeee se siiae oi

AT KANSAS. sceeecats ceeseaene

California
Colorado

Connecticut

IOTICR 2 oo 5-23 eee Cee

Maine: So Waaeet-cckm aeons e ae

Massachusetts. seme eo caccce

Michigan

Minnesota......-.- Ae ott

Mississippi

Missouri

Project Length in
No. x County. miles.
Ma dison Peres ates sicacer ene 7.729
9 | Weffersin 22h bed ote. ee 5.030
Talladega. ...-.--------+++-- | _ 5.690
60 (eGher 088 Apne ceecdcpe oc pocee | 10.950
Wel GROCLE Winciceissiase ame cceee nin | 6.31)
74 | Montgomery. .--.-..-------- HLT SO:
cE bl UGS BE aie Roccenocioacdsce Wee aterecate stots
IF | COMORE atoam cee case chinese calamiced canals
18 | VIELLOVSOM ce cierstelsta ste seer eitesia= 1.920
AD” |, EsOWHGES nae oe carsales ce ee ) Ys cttateeteiae
26 | Cleburne
ACB, VEGHI Gl se rcetsee cles cle ots gies eetareteta| :
19A | Yavapai ;
13 | Greenlee ;
18ABE&F | Pima and Cochise -| 16.740
212 (COCOMMOL eam = iiee aie one eer 1.098
OS Bal Min al esecete ice oaeclee certo 5. 199
2ACEGF |..-.. GOnaomeme boos esM cee 17.084
16 | Pinal, Gilac...-=--<<--5.--- 19.978
8 Maricopa §.Hbc SOc apoodbouc: cnlsca acacia
G0 | Ol. 2 clwednent oie scree | 31.830
DOs OLSON see seman ce teeletlenye cree 12. 920
38 | Sevier and Howard....----- 9. 840
43 | Lincoln and Desha....-....-- 2.050
(ai FAVA ct0V0 (oy te, SS Sep aeadCe. 23.140
69) \CONWAYs cc cence ewremin ee oes) 5.940
TAA DPA es eee BR Sa ooh anaaas 21. 550
Bil eisteece COS o re onde Melee ceisieleiesecte 14.070
83 | Sevier ..... 8. 600
Si Gleveland 2: - aca seis ses Seats eee eerste
41°) Imperial 2 2--2.-.25-- ees 14 860
1b} | AbOFEn at Sat cadaadebecoses 0.651
AYA ING PGS oe 8 oacaccbee ndEde 5. 737
O9nl PUG DlOsaeiteciisie secete asian melae sete. ee
82/4) J OF OT SOT atstetecleisiejarnereisielst= aie 2.017
DO MCS Samra aise ietetete seretatncreterelains 5. 860
BY. MA el 6 Byes ior Skeereac ao aS 1.568
ARM!) NAblntD 4) 6 oaooebecaGpSsecdaKg)| 18. 061
GAN Costilla see acerca metctcteecae Uptenil
SA WG. Ss shod Robasodsdacse 1.193
Pa gbhenthis ste bacco poooin seOe 7.497
CUE BOYER Oe Ae sarcicocdadagscos 0.309
18 || Hacles saeeccr 2.758
83 | Arapahoe a 2.699
91A | Las Animas 5.651
4 | Hartford, Tolland, New) 32.186
London.
11 | Duval Nassau and Baker...| 15.400
QUA | Bakeriy ozectcessesaeqcceees | 5.680
OD Neawoe GOs Sabs see coseewecs pone 8. 900
23; Diuvalieserseeecoceese se cemeey 12. 800
24:4) (Columbiak cece=-s-saee => 9. 890
EO) NEON EAT were are ales nae terete 7.386
122. | Grady -s822e. cessive: Set oeeel se seer nee
815| Dougherty 2ss-ceeseeo ase comet e senate
9 | Adams and Idaho........-.. | 20.680
11 | Elmore... ¢.-s2éscc<-2--225e5 | 26.580
5: Lembhis :. fate acne eee ee eae eee
33.| Clarke z< a2. ssenseesoes ones 8.450
G5:AA|)"BOOHO- stenoses =e eeee eae 11.510
35-A BGC Summers See teeace eee eee 8.535
51.\ Rranklin-g2.ces ee eee eee 0. 835
a4 Saline: sec cectcccee anaes 5, 250
AD Ae. toe GOs FO Patio eeees 015
13,| Carter.iieses. eee eeeeeeece 15. 039
17 | Clark.........--.---.------- 017

Berksbireiss. acne ceteris
Mid dleseseey ses ete ete
Franklin.

Mid aie dhayetrar asatls avatateroreyeeed
Berkshire 272s ea ee
USSOR 2 awa Skew oe Soe

Washtenaw and Jackson. .
St. Cc

Sharkey: 22% see eee
Walthall

=
OS MSS teeta Oe CD SEC Os

Project :
Type of construction. mage ee tee a
signed.
Gravel. Sihiseisie ce asisaewiee acl lentes euistete sale ste June 7| $114,634.58 $57, 317.29
Bituminous concrete on concrete base......-.- June 8 225, 694. 64 | 104, 087. 45
Lop sols snes: A eesaraeceaasie merase cece | June 25 72, 499.77 | 36, 249. 88
Gravel .25 acs Sacs cee deuce sence se eoemmtereeaeasa. June 26 103, 885. 90 51, 942. 95
Band-clay 3 -tr.cessieonees wer eeccee arenes pe Oserer 66, 343. 42 33, 171.71
Gravel cs.cc chepaseesee eae re ane Teceee June 29 187, 399.08 93, 699.54
Bridge: css sods cotenewcseersee ed cemcenien coe June 28 1 30; 760.95 111,997.98
BanG-clay.. ssceeste~ sesee tessa e tae seen ee cee ‘June 25 | 1 40) 988. 1 120,494. 45
Bituminous macadamiisc-. sess seceeesss ens ‘June 10 | 1 181) 333.94 1 69, 732. 32
Sand-clay.c.-o oo eee ee eek eee June 14 12/721. 40 11,360. 70
Gravel .vib.ofseccence soemcecme ener sacee ree ce SJune 7 113,176.15 1 6, 588. 08
sgesdOncudepecctecs ss cacme coer renine te eee ena 88, 734. 29 44) 367.14
aioe 00 Re ee eee | 104, 420. 58 | 52,210. 29
cece Oj sssa-tesamceccee ener 183, 241. 46 91, 620. 73
Bridge, and gravel 256, 766. 76 128, 383. 37
Concrete or bituminous top on concrete... . 68, 826. 23 | 25, 139. 46
Gravel 67) 403.49 33, 701.74
Gravel or caliche 233, 744.08 116, 872.04
Broken stone Ls 242, 587.92 432, 367.92
Concrete and bituminous concrete a 11, 989. 23 15,994.61
Bituminous macadam 307, 419. 42 130, 000. 00
bases OFC52 So tics eae ce cose ee euoncee eer ceeeeel 143, 685. 45 60,000. 00
Gravel 59, 969. 73 24, 000. 00
eee do 22? 579.92 | 7, 700.00
Soe do 70, 785. 73 34, 500. 00
BALee do 58, 974. 30 12, 500.00
noe do 90, 825.54 | 30, 000. 00
ae do 53, 996. 25 20, 000. 00
Space do 35, 038. 30 17, 000.00
ae do S40ppoceesesc5 115,000.00
Reinforced concrete 355, 389. 46 177, 694. 73
Concrete 24,981. 28 12; 490. 64
Baie do 188, 717.47 94) 358. 73
Graveliand bridge: Nas. se rccndesceeeeereeen ae etedOuseos 125, 224. 34 | 62) 612.17
Concereter sancsetee neem ee see neescemea eee ae dO see 77, 990. 25 38, 995. 12
Gravely Stan: stoacon st eeceae nase tetesircs rates tee dousate 64, 806. 83 32, 403. 41
Concrete tae ok io < orem cso oeostepaccteee May 29 68) 582. 47 : 31, 360. 00
WAT: 2 oot ecessacenc cae ctine seek cree eee eidouse 61, 785. 62 30, 892. 81
Paes Ose dete oswe wea atten eee net cae eases cies lb on Omnas 28, 094. 84 14; 047.42 —
COmerotewewae soecice see astilene «seem eames sersioe edOseeee 48° 768. 41 23, 860. 00
Wariner seisisiemetlentnne totes ince eictiste qeeiseie ses June 14 25, 981. 86 12 990. 93
Gravel and bridges........... 87, 769. 25 43) 884. 62
Rarth..... waetesiontaescctens 113) 649. 53 55, 174.00
Concrete 108, 790.71 53, 980.00
Gtavel_.. 3 ses mac ceeeoreonee sesame seme 73,352. 01 36, 676. 00
Concrete 1, 835, 264.71 643,720. 00
Brick Grouted on sand foundation..........-- June 23 706, 379. 48 320, 876. 97
Cement grouted brick on sand foundation....- June 25 247,174. 54 113,600. 00
ree GOs were s none sees acer Deemer eee ents onCLO. mets MSO anoOUNLO 178, 000. 00
eee GOS ue oi hs ee tee ae eee cones meee eee |p ee OOs ee alo so Leone 258, 576. 06
ae DE oer seae ae eciane sec meee seer enemas ate. e| cme Olmert fer 400 ,U40.pke 197, 800. 00
Concrete js-ien. Si aae et sc eee eee ees June 24 253,167.51 | 121,000. 00
Bridge. es stsuce socc ecre neces one cee cae eee dO ssce 23,051.65 | 11, 525. 82.
areas dOwE eGmatte acct cemetencecet caren caste cee NOLL Onan 295, 574. 40 ~ 110,000. 00
Hari sacas obs Secs tee eee oe eee ceases June 29 670, 095. 65 335, 047. 82
Grayelaec esses ane eeeren eee eee eee re June 21 269, 969. 00 134, 984. 50
Warthyanvd, ora viele cs ee seamen eee ae eee June 26 170,121.96 | 148, 288.08
Barbh ie. etteat.cetece sateen. eee ee ae June 3 65, 269. 60 | 32,600. 00
(ChER) woen Gocbudcn cusoboneonde scerncéoosanc -do.. 103, 899. 84 | 36, 200. 00
Comncrete'ic6 5 isame ns steeiwan ceeetn deer Peer ‘June 22| 369,689.59 128, 025. 00
Concrete or bituminous filled brick mono....-. June 19 61,559.27 6,000. 00
BTICKIORICOM CALC ss onset a teite tre eee ie aero eta June 22 358,540. 41 78, 750. 00
Mono} brick or concrete: - 2222s. ence ne mae ---do....| 460,633.61 105, 225. 00
Marthe cunt ee Steet e ee Seen eres June 30 176, 032. 95 88) 016. 47
Rock: asphalt’ [eee eet ome ease Sere e eee ee Aotey- 233, 032. 95 116, 516. 47
Brick on concrete base and rock asphalt on |...do-.. 176,671.12 67 913. 07
macadam.
Surface-treated macadam...............-....- 124, 041. 41 62,020.70
Rock asphalt on macadam 593, 280. 64 239,655. 00
seuuete LRN Sa on sb rnc una ABoanAnbKAsoHannoe 67,649. 39 25,740.00
(CON CTC Tea erate ee ate ater ete a eee 97,422.12 | 42,160.00
Rockasphaltss- ces sect oe cece eee cee eae eee 126, 736. 57 63, 368. 28
AAUP ERS ae Neate oka dcocd sa Sa oe re’ aoGnee sane 236, 057. 17 118, 028. 58
Wraterbound mace danse areste ee ner ce neetee ane ae ee 169,993. 11 1 34,996. 55
Eart BSI ROI COS SORE DSS SRE Seat June 30 | 1 261,768.80 1 123, 933. 16
Bituminousanacad aims sees eee eee June 16 122,788.17 61,394 08
CONNGrOtE teens Oetiker ae --do....| 244,369.52 101,748. 13
CniEN Oe cea Aco an seenssAedoSotmesecceadesee ane : 63,327. 44 31, 663. 72
Bituminous macadam Sia 109, 891. 57 54, 945. 78
(CONCKEUO 5 tere eee eee ee eee noe doc 113, 282. 88 50, 400. 00
sens CON tia art ieton ise eee wie ee aaa meee acl 322, 357. 83 | 146, 572. 99
Bituminous macadam 184, 842. 57 92, 421. 28
Gravel te 2 eet ett sect on em oe es ae 102, 429. 47 51,214.73
COMERS TORS ereaiias cela tate rene aero 167, , 178.00 72,740.00
aoe Choe 6 oa As ecccnnaeber or cgne yecmascachcasecie 289, 550. 14 130, 504. 25
Bituminous concrete and gravel 115, 039. 43 57,519.71
Bituminous macadam 93,115.11 46,557.55
titans GOt ee hee I sec ere eee tetas oe 173, 896.52 | 86, 948. 26
eee Offa cro tacloapiaon slins cetera Sart ae oe ee 94; 446. 00 43,640.00
cots COS Sattictite hots Sa ee sae eo ame ee 41, 158.15 | 20, 579. 07
Bituminous macadam and concrete 151) 589.35 56, 540. 00
Bituminous concrete on concrete June 12 1,071, 097.33 503, 140. 00
: 740,789.30 — 370, 394. 65
573, 196. 89 2847 220.00
57, 667. 83 21,600. 00
57,195.69 20, 000. 00
353, 389. 64 100, 000. 00
319, 877.77 100, 000. 00
72,900. 99 36, 450. 49
114, 341.00 57,170. 50
565, 587.61 282,793. 80
a Watasaisie sce 5 ww sion cee sate te eet eaten ee -do. 131, 819.18 65, 909. 59
hee (0 Co ger ee Ne Mere PRO er inte i ars -|[b fe butey, Pfs) 249,172. 07 100, 000. 00
GTAVOL IE: Shnkedt coc. oe) eee eee June 14 1 22,934. 88 111,606.75
Bituminous macadam.)2..2.--senensen anemone June 9 88, 554. 82 44,277.41
eae GOs. Siasciesaialaaiate:n aie also ele ere eta tema eee] ee CLO Reena tame 20) AROS 64,704. 98
Gravel 52. Semsine ac ces oe Seren ee --do....| 101,714.39 50, 857. 19

PROJECT AGREEMENTS EXECUTED IN JUNE, 1920—Continued.

State.

Missouri

INEOTILAID Ae toe tet ne ce cs

INeDLaS Ka” cee meet ee. fooe =
INGVECRs soce ener ee eee

New Mexico 22s. -ee-n 2 asc

IN GW Y OL Ke woneeeke. t caeee

North Dakota

pcr

| Gallatin.

| Flathead

| Deer Lodge
| Yellowstone

| Jefferson

County.

Medgar lass Se eek ot
Gallatin

Vialloye eee

Blaine.

Missoula
Gallatin eee oa y Sete on
Meagher.

Hlatheg dors. ee
Missoulat:2 eons eee eco
Musselshellins.ess cena ee
Yellowstone
Cascade

GTADE ie see ade ooo oes

Tompkins
Onondaga
Otsego and Schoharie.....-.
ChaitauGug:esasnese osc eae
Schuyler and Seneca. .....--
Fulton and Saratoga....----
Orlesmstine ssesaaee secuaee
Chemung and Tioga......-.--
ELorkimer ss See bec stace s

BrOOMG Seacrest eee
Jetlerson s-5-cse
OSWes0: joo ee. c
DULCHeSS Jaca ea seeee ec cee
Delaware
UGHGHISO Ue Anos cpencouerdssec

Genesee

LOUDON E ca cae ce tatece a at emia

GQEATIGSS S32 Saowe Saker camton st

RAMSOY sc ocean vanes a tseaee en <
Grand Forks

Belmont
HufOL eases

"W00G. ssacedte aeceeee eee ca
Cleritont2-Se. hace eee ee

Length in
miles.

Type of construction. |

Asphalt, See ate: and hillside DICKS ied ro fae c
Asphalt? COHCTOLGS 2 ose see ete s. ot |
Gravel and concrete:
Concrete

G ravel

| Project
agree-
ment

signed.

June 9

) 248

Graveleereatne, oe aes mere ye ed eos
ane ely Amal STs Ree TE he” Lyaeeo Geer © A Ae lalaye
| Concrete and hillside brick --do.

OONGrALO RS ete ie = Sere ee Beene hk OF .-do.
eee COC Sears Stee ee. i ev. Sa eee cena --do.
GTS Viel oa eee eee ae ee NIE 4 eR a, 2.002

Bifummous wseadamese sees toe sues oe oe ps0.

Gravel es Ae eee vekr UN May ai
eee Oz. cease coe Mee es Wee ete pemere Lose JUNE 2S
mle 78 COS SRIE SI Ree NE ee) Ra a ara eilhs O sase |
Bate LOE ere see ont aa hee be een eee nae e Os areal
Bituminous concrete, or concrete |
GLEVG) Se are ee SE in es Aken Oe
Earth and gravel
(STAV OLS Set ee See ae ee ee
CONCTOL Ge a oak ote face. Ot meets rae en Batibo? |
Ca LS MO pak arn RE he Pe ABE eA] eOsesas
ATG seem se 40 Re Sain, Sik kik Sara er te AGO See
GYOVOlA AOE ees 2) eRe ees a May 13
Earth Sees s sae nee en ese he aS, June 7 |
BIid geese sake ene es OR Le Sigs Le do-2e
Concrete set eahe ts Ma oe Se ee |e eedOseese
Were GO eae hens A eee, ees ote a her Oa wale
Gre Vel See ee eer oh on a ee a 2h es i ae OTe June 30
Concroteratse fo oe ee a eS June 20
ari nate see Se eee
Crushed stone...........
Caliche, two course
By (6 bf 7\ Ae ele oa ee ected yeah taieee FOE Ae Rae eS June 14
Caliches. 2. S522 tenes eo re ee wa June 23
Crushed stoneme ce he. tee, Cee ee ee Baki ee
Gravel ek 2. ee ees Gh see eA Ee SS 7 tO aces
i ee COs ae eR aes ee ee ee ee No Ore se
sete GOR aoe eee a ee ee a eee | TUNES
Reinforcediconcretossessueeee ae eee ees June 11
sreege LORS erences Sate ne ere ee ne ree ee Ones. 8
en GOS ee ee Eee fe 2: Osta.
oases Ove eon See Re ce eee ce eee oes lions ass ae
se Ort Seca Ba orcs. iuCne aasicee naonauercae)| UEey 27
pa ee OE se eee ree es) Renee a eee RUNG: 15:
eee GOSS paces eer ein sees A ws ae eeell JUNG ADL
meee LOM eee eee eee eee cea ech June LS
sie See CLO eter eae ae es aoe eee ees eet Occ ace
do dos. a2
3 June 24
Bd Osea
wedOsses=
ee dOseee-
©. d0s.5=
205. «12
2a€.0:. si
June 25
June 28
June 29
ee COs eee
June 28
SEG ee
June 29
Bd02etes
a Oe
Midosos.2
June 4
June 15
ailipe <2
June 29
Pao Cae
June 30
June 20
June 28
| June 2)
| May 21
Concrete, semimono brick, warrenite, bitu- |.. cdOn. as
lithic, or bitolslag.
Bijuminous macadamsseee.sereeee seas == | June 24
Concrete Secs eve. seas stakes aces scan ce June 8
Reinforced concrete or bituminous concrete. ea June 24
Water-bound or bituminous macadam........ June 8

Estimated Federal
cost. aid
$136, 493. 17 $52, 883.15
304, 539. 32 126, 270. 20
{ 649, 249, 23 257,970. 64
29, 892. 11 & 7,520.00
65,418.17 | 32, 709. 08
‘102, 523. 67 L51, 261. 83
96, 067. 97 48, 033. 98
181, 536. 64 90, 768. 32
88, 637. 80 Lay? 318. 90
81, 502. 80 { 40, 751. 40
50, 127. 45 | 25,063. 72
688, 325. 88 | 329, 068. 82
{.303, 000. 69 144, 928. 43
95,373.75 | 47, 686. 87
118,016.27 | 59, 008. 13
1 21,101.78 1,10, 550. 89
17,290. 70 |1 3, 645.35
335, 877.10 | 167, 938. 55
55, 049. 50 27,524: 75
21, 767.07 | 10, 883. 53
35, 732. 16 17, 866. 08
25, 286. 77 12, 643.38
206, 966. 06 | 98, 480. 00
150, 216. 79 | 75, 108.39
68, 759. 08 16, 800. 00
133, 976. 55 | 66, 988. 27
259, 409. 49 | 129, 704.74
16, 717.71 8, 358. 85
31, 581.33 | 15, 790. 66
51, 805. 00 25, 902. 50
97, 624. 89 48, 812, 44
52, 764. 85 20,790. 00
333, 465, 28 166, 732. 64

1 56,291.70
291,993. 54

13, 153. 69

111, 960. 26
27,716. 14
21, 474.72
56, 630. 83
21,993.34
94,876.70
12,744.94

98,514. 48

47, 627.27

183,357. 90
87,407.10

126,177.19

414,915.29 |
103, 718. 21 |

3112) 091.73
48, 184.68
82)789. 92

88,321.51 |

130, 459. 03

153, 992.71 |

157,970. 20
116, 120. 63
190, 989. 67
3 4,814.19
412, 983. 67
289, 905. 86
316, 000. 00
108, 400. 00
121, 500.00
177, 400.00
157, 600. 00
423, 200. 00
305, 200. 00
433,997. 95
449, 500. 00

260, 000. 00
215, 000. 00
334, 800. 00
356, 600. 00
114, 900. 00
517, 300. 00
90, 700. 00
113, 600. 00
71, 600. 00
239, 600. 00

78, 500. 00

211, 100. 00
111, 200. 00

633, 400. 00

39, 600. 00
279, 600. 00
32, 562. 63
876, 000. 00

3, 858. 50

75, 820. 47
61, 708. 55
3 30, 153. 05
15,590. 41

8 15,218.72
137,519.71

129, 000. 00
163, ..00. 00

139, 200. 00
206, 000. 00
177, 100. 00
154, 700. 00

1 28) 145, 85
210,996.77
11,576, 84
15,980.13
13, 858.07
10,737.36
26, 260. 00
10, 996. 67
39, 900. 00
11,372.47
50,860. 49
23, 813.63
91, 678. 95
43,703.55
63,088. 59
207, 457. 64
51, 859. 10
3 55, 488. 23
24; 092, 34
41,394. 96
44,160.75
65, 229. 51
76,996.35
78,985. 10
58, 060.31
95, 494. 83
3 2,407.09
144, 544. 28
144; 952, 93
158, 000. 00
54, 200. 00
42,525.00
62,090. 00
78, 800. 00
151, 013. 50
152} 600. 00
221° 998. 97
195, 470. 00
28) 700. 00
72, 400.00
21; 300. 00
51, 600. 00
130, 000. 00
75, 250. 00
167, 400. 00
124, 810. 00
40, 215. 00
181, 055. 00
31, 745.00
56, 800. 00
35, 800. 00
119, 800. 00
97, 475.00
73, 885. 00
55, 600. 00
2217 690. 00
19, 800. 00
139, 800. 00
16, 281.31

PROJECT AGREEMENTS EXECUTED IN JUNE, 1920—Continued.

og ee Project
j r i ; agree- | Estimated Federal
State ee County. : a ge Type of construction. pi east: afd.
: signed.
17a GC di NGNGTSd ye seeslice essere Bridveins..xc tun pucen ane Sect eee tees June 2] $294,135.38 $147, 067. 69
Oldahoms..- --p =< <sen<-2 18 Miikoces ® Dv cay P ne Desi, fae 29. 533 Gravel LE epi eerie on Sool ke ER ae June 17 408, 741. 32 204; 370. 66
Oro : SHS WASCO ate ee ae Ste 7° 750 ily Orth oe tsk ee ee er a ee ee June 1 76, 958. 64 38, 479. 32
South Caroling eee $1 | }Charlestan: Ss 2tesos<.e ee 7.384), Concrete 5 ..k caer ne citaseune tee ee ate June 3 325, 931.99 78, ae. rs
98 )|2Orangeburges ne saeseee nae 20. 241 wen a and. sand-clay2.2 2.4550 meee ee see June 17 376, 631. 88 125, 614.
: Stl Toatinana cose eee eee 14:.131 |} Topsoil 2 ee eee ee MEdO-- cee a 731. 87 32, 301. 06
Oa" WU DION Saree ee ee ease ee BETED Boner ag Scie ie tale orem ae ett ete are oe cee a ee ST Pa ery ae mec - a ri .
ink: ose. ee wc ee |!) POL SSO: Gera viel ener ae re une :
South Dakota.......-.---+-- 34 | Spink... ........-.---2-- 20+ 10.860 |) Crave) ict as aeecae se poeees ce eee June 23| 140,712.29 70, 356. 14
6st Kingsbury.eeeecenesseeee ee ALO Geese Ota ors aesniniin aie tae ee ey tee etre ?
Se jeMiner tate ue; Meee ee on 11. 518 Bee ee ee: Penta eens nae rewaey 125, oe = rae
P i iNOUS MACAGAIN Le ee eee une x
bi conga’ tne Sa 82 | fenders <2 Eade cdg oo eee oY. Pen a 172,012.30 | 86,006. 15
402 Hamblen meee aee ae ee ae S.814Hio.< C0 Aeon 2 ose nL ee doce 169, 013. 31 84, 506. 65
Se eS heli yee Ae ee 72409) eee CO S8o ss Saua hc ce ee ee eee Oe oes 172, 501. 28 86, 250. 64
297 | Lewis and Lawrence...----- 20:466 Barth Fo. asin anscecncsises saat ee June 15 88, 282. 92 44, oe
14 | Grainger, Hawkins,and Sul-| 50.129 | Bituminous macadam............-..--------- June 24 | 1, 216, 367. 13 608, 183. 56
livan.
26 | Maury........ 115872: ;Rock asphalt ae. eaeeco cc. tone ee eee ‘ 443, 277. 85 221, 688. 92
35 Hamilton we ON4Ss i Coneretesteaccecsceceates 2 374, 348. 32 187, 174.16
Thipgeey Sa eal eee LAT Denton See. Gone eee 10. 034 | Gravel surface treated. ... 198, 754. 52 75, 000. 00
a ae aes 90) | Daylor sc: sete oe eae oe een ROO Sin Grave eee eee eer 114, 781. 52 40, 030. 00
100eRockwallls Sere = ees 13.360 1kConerete 2520s ceed poe ee ees eels 570, 620. 60 200, 000. 00
1041) Sabine 205 eee ce ee rae 13.690: GLAVGLALL« sc s.bes Sao ee eae 187, 384. 35 85, 000. 00
112s 2B oxar 6 seen ee eee 7.236 | Gravel surface treated 77, 830. 50 35, 802. 33
AWE} oh tee eee ook pee eee nee Q2°S10G)acae Oe oe ee ee Copan 458, 168. 47 124, 000. 00
1S2ARSParkorastonee nen ae eee 152066i tae—e Gosh e es eee De a Bee 257, 819. 14 100, 000. 00
17aohimestonesss.sseecee eas 28.329 | Earth and crushed limestone....-..--.---.---- Se Ow nee 339, 802. 75 92, 600. 00
SO GT asperians nese eeen see L6e2 lO aGraveliand earth yee css ones meee Meee June 21 146, 711.71 30, 000. 00
TOCA SEM ont aruel su nee ec cea ae 71,472): Bandy Clayeacae oi: Soe: Sue. 2 Noam mers June 19 56, 456, 14 20, 000. 00
1354.8 +) Schliochors:ssseus sentence 7:430)| Stone macadam: =. 2-s2 ce. eae ee ees cee June 22| 137,385.58 68, 692. 79
154: Bastrop 22 2°60). | Gravel essa. rnin seek ce aoe ee ee June 21 20, 761. 38 10, 270.00
156,| Clitusssce2 a2 ee eee 55150) gene dO shes ao ee oe ee See games June 22 42, 684. 04 21, 000. 00
09, |} Hood teens cae = Ole ya sees 27: 540M CH Sarhhises oo eee cee aes eee eee ee ee June 21 | 180, 132.07 70,000. 00
11f | Scurry, Mitchell) and uN ola: |iee2lt525 0) Chic 7.0) eee anes eee ee meee June 30| 137,131.61 67,150.00
(25a LAbert yao ane ; eae A OP Sie es ce en ee eee Pe June 21 149, 257.18 65, 000. 00
BTM Wil bard Crs soeee enn eee | CONCKObG Zo ssc6 sete s e ee ee June 4 4 10, 605.17 ols. 32 eee eee
31j| eBOxals es seas eee | Graveland gravel surface treated-..-......----- June 21} 1 50, 515.94 125, 257.97
5071. Calhounsa aaa ane ee Gravel... eee ee ee ee eee June 26 1 z 173.53 19° 790. 00
1173 Bontonwe ssn eee een Gravel surfacesitrealed sae ane eaten meen nee June 29) 1 a7, 274, 30 1 25, 000.00
13 Bexar sees Concrete-asphalt top; yea Openers June 22 204, 031. 83 81) 078. 81
138 | Limestone. - Limestone macadam see. cee cee eet eee June 21 192, 680. 87 48) 000.00
140A | Williamson. MBrid POs. 22s. cas eee ce ee J dOzeee 24; 851. 81 10, 000. 00
1493|Orangelas @eeecee eae 5 oe Concretejn. ss ee eee ne Saat dora 422° 683. 52 200, 000. 00
143) |. Dentons= tee ea eee Graveland bitumen top sceoseenetenesoen eee. June 28} 204,294.58 100, 000. 00
ASNET Arrant sas eee eee ene Concrete <5.2.3- oh ee eer ere: June 30 309, 391. 62 116, 000. 00
190° |: Cass CSS eee eed Gravelice: st (232 7 a. Se ee June 29 122 513.08 : 37, 487.04
995 Calhounaecs-sceeaaneen meen Mudshellioneravelibases. oes eeecene been memes June 26 14, 180. 21 6, 500. 00
JIS AeSmithts soos See ee eae Conerete‘and gravel = mss eeeeee nee sane emer || Juimor2o 175, 955.11 87, 257.24
1182 Wiebbeete ce ene eee ee Gravel soa eo Sh ee ie Kdossss3 166, 570.78 41; 507,12
1S2BaitParkersee cc ack nose cee eee Gravel bitumenitoposenscee seme ee eee eae June 28 497° 441.48 140, 000. 00
148k Klebergiee noe nee eee Gravel santee 856 sect ate aac ae enn tae June 29 388, 962. 58 125, 000.00
151) Bee wae oe oe ie eee Gravel, poitmiMen, tOpeeees. see erence meee Redovees: 424) 192. 72 200, 000. 00
S6BaMontague.72-e5ce see e ee Pravelien eee ae Bere ee 2 dOssece 104; 202. 41 51, 200.00
DilGretee ca 6 ee Surface-treated macadam at eee 3: Sera June 30 1 28) 666. 67 14) 333. 33
tae eee eee ee Be aN OLS 9GHIK Millard Bi pten LSet a Nate ote : Concrete 2252256 sae ee eee June 4 553, 596. 88 276, 798. 44
4CDE | Carbon and Emery.........- 802580s2 Barth eS oi Sess ec 55 Sen ee eee ae eee June 16 317, 044.11 158, 522.05
ViGEMOnILS eee ee ce eee 3 :Caledonia ass. soe eee H730qeWaterbound macadamia. en ss leenesee mane mee June 21 28) 776. 66 14, 388. 33
Spb tankline ssc oee eee BAN eas CO Sise 2s. S52 Gc ee ee eee ei dOrses= 17, 003. 91 8, 501.95
12:| Bennington and Rutlands. cl, £193570)| Gravel ses sce. cae ee eeeee ee oe ee eee aes POO sae ae 287, 118.48 143, 559. 24
13 SA disonbeese seme eee ene 4.070 | Waterbound macadam.......................- {dota<=e 117, 688. 23 58, 844,11
(4a Wanda meen seen ee eee 600s Gravel. co. cn seer aor eee eee ee “June 23 149° 536. 42 74, 768.21
15 |(Chittendén 2 eee 450307) Bituminous macadam- see ence sset eee oeee nee 25-00. ence 153, 787.37 76, 893. 68
HCY DAWG nibava yea, ode 15260): GEaVGLS so 22 eS ee ee. me << Oseeee 41, 980. 73 20; 990. 36
6 | Orange Bituminousamacstameeac: eee eee eee June 22 1 6, 619.03 1 3; 309. 52
Wiashington 4) cee eee eke 35 | Whitman P Crushed ee ted See Soon een ee Cy May 13 297; 899.21 148, 949. 60
West Virginia. -. Pa 66A | Wirt..... : Warth soi essimcce boone encase June 28 39, €25. 00 i 19, 812. 50
Waisconsin= 5.5.02 Steen hee 107 | Monroe : Concrete oo225 k0325 2. Soa ee ee ee June 22 36, 000. 99 14; 000. 50
135 | Buffalo BOD Om |eae as GOsi.e5Sek Baa eee ee ee hae ee dOsteee 88, 999. 49 33; 500. 00
OlelsSankes seen eee ee eee : Gravel: 2: hes Sh See ee Oe ee es June 24 25, 992. 67 9) 000.00
111 | Eau Claire 3 Concrete 2238 So ae es nas eee ees PeerBeose 83, 183.25 28) 253.00
133 | Waushara ‘ Sand=clayocseeee et eeen Shek Se ere eee Pedotsce 18, 436. 57 a 000. 00
1.505| 2D odeeS. a caer me ae nee : Concrete: Ses Foo cee cet oa none eee a. dons 260; 422. 44 91; 212.00
15971) W.ashineton=s: sa eeeceeeenee TOTO Vee = (6 oe Se ame ar I ey ake SOR TOE mes hae) Se (doses. 60, 236. 22 20, 750.00
16408 ‘Crosse see ee es ees 2.100 Br 6 (3 Renee See Ser Paes Mya ue se oe dole 89; 045. 96 33, 000.00
104) 5Ozaukee22t-e ae ere eae eee 2 AGO Nee oe (6 (CRRA et aR eA Rn Ba ee cris dora gaeee ee Ons: 100; 563.48 30, 759. 29
INU ZB lel fbtatel elses eee eee ge 12630 ),|,. Barthes ise o. oe oa eee, ee os done. 27° 951.63 11, 547.00
110}. Waukesha oo. een ane eee 3.040: |, Conerete.< Sek s.22 sae os ee ae oe eee eee peedous 96, 054. 81 31, 000. 00
113 We oUugliscaees seen ee eee Bew9Osleee= Coweta Si aoe a ee ae eee eee ed Orsees 283° 417.17 95, 275. 97
1154) Walworthes seers eee eee C2720 ieee ee GOs Be ce Se Se ee es ie kr oem ane re sed Osseo 197, 812. 41 77,465. 00
11S:iAshlandiaas a5 a seer Led00ul? Gravelzco2 oleae yee soe eee oer eee hats Viyeeen 19, 859. 51 7,000.00
123 |oManitowoCeesn. cece ee eee SS S8Ouk Concrete; 3 eee oe cme hee ne are eee ere Bac koPe sre 132, 437.50 44) 650. 00
139) ABLOWDis ese cecos see ee 2910 Nene Osi cee oe ioe mene Eee eee eee See a sO eaace 97) 954. 05 30, 000. 00
1535) Hatt Claiter an. sense. eas 3444 |. ee 5 Ke tease eee n aie A adh oa aa a Pe UR ae eed Osean 17, 219. 40 5, 800. 00
311) Daylorscthe occas cee een ee alee eee Want S222 Meee ee sae eae. aries eee eee re JUN. 224) See eee 13, 890. 68
545 Ad amsse see Ae, ot eet eee Seen oe Sandsclayist pee ee a ee ee ee ee 5F2d02 ee eee 14, 222.70
72 | Jefferson and Dodge----3. 222] :-..-22.-- Concrete 22 tests cement. June 24} 1107,582.99 1 37, 194. 33
15 7a\ Green bake sie: sate sees - 610 JEL Se Fos Sean ee ee Oe oce eran d 92? 903. 29 8) 434. 34
GLH eJunea ules oe ee eee em C985 oils ee Osteria ee te ere tate eee ee 30, 208.09 10, 086. 83
LOU FOnGIda see. ae en eee ee 4 G60 ni; GYOVOlt= otis so5 eee oe eed cee ee ens eee 45, 329. 87 15, 300. 00
U7 RACHA TIC a seen oer Eee ae Concrete bridge. . 28) 139. 27 10, 427.07
173 UISk: sac P tee ce neko See eer 1RO2O0n earth es oe cee. 9; 315.03 3, 300. 96
143 | Calumet 4.820 | Concrete..-.... 162) 000. 00 54, 000. 00
162 | Kenosha BiOLOHE es Osseo pine ee et or ee ieee 122 137.68 43, 388. 00
Wyoming 2 See seee ssc ekees 68: )HotiSprings: = cons. aes 4.281 | Selected material 54, 133.75 27, 066. 87
45,1) CAllba rive, cok oe Smee cena DOoui GTAVOlae emai Un. OSA heat aa noe eee 97? 501. 85 13, 750. 92
594 Uinta foccssnb accor eee 4.012 |..... Over ac bec mcee nese cesciet oc. ccee pecan seem 27, 307. 41 13, 653. 70
GO 4" Garbon seteecnces cae eee De BO*Al Stace’ GOzse ee rere Nomeien : cicincisis coe Ree Tare 16, 567. 21 8, 283. 60
GOs OnnSONe esses eee nee eee LOWZ50 eo. GOs Be eans comes enemas cooe een ene aeee 92) 169. 57 46, 084. 78
40) Niobrara>. 55.20. oeereee 11.894 | Selected material 27, 118.74 13, 559. 37
534) TLOU DS PYingse... eee comes 959 TAVOLSG t Seow ccctc coun ck Seen, tee ee 36, 395. 26 18, 197.63
D6 ‘Conyers@ ese soos aoe eee Cp Aas) eee (6 FSA Ce a ae, Pea aie ee ks 66, 350. 47 33, 175. 23
ASU ME TEMONT sano ace aoe oe 9.238 | Selected material 81, 561. 54 40, 780.77
AT 4} Uintae... ccccn cases eee ae BANG2CIAY. Foc. tee be oon set came cine oe eee oven 1 23° 894. 75 1 oe 947. 37

1 Modified agreements.

Amounts given are increases over those in

the original agreements.

2 Canceled.

3Modified agreements.
4 Modified agreements.

Second revision. Increase.

Amounts given are decreases from those in the original agreements,

ROAD PUBLICATIONS OF BUREAU OF PUBLIC ROADS.

Applicants are urgently requested to ask only for those publications in which
they are particularly interested. The Department can not undertake to supply com-
plete sets, nor to send free more than one copy of any publication to any one person.
The editions of some of the publications are necessarily limited, and when the Depart-
ment’s free supply is exhausted and no funds are available for procuring additional
copies, applicants are referred to the Superintendent of Docwments, Government
Printing Office, this city, who has them for sale at a nominal price, under the law of
January 12, 1895. Those publications in this list, the Department supply of which is
ethausted, can only be secured by purchase from the Superintendent of Documents,
whe is not authorized to furnish publications free.

REPORTS,

*Report of the Director of the Office of Public Roads for 1916. 5c.
*Report of the Director of the Office of Public Roadsfor 1917. 5c.
Report of the Director of the Bureau of Public Roads for 1918.
Report of the Chief of the Bureau of Public Roads for 1919.

DEPARTMENT BULLETINS.

Dept. Bul. 105. Progress Report of Experiments in Dust Pre-
vention and Road Preservation, 1913.

136. Highway Bonds.

220. Road Models.

230. Oil Mixed Portland Cement Concrete.

249. Portland Cement Concrete Pavements for Coun-
try Roads.

257. Progress Report of Experiments in Dust Pre-
vention and Road Preservation, 1914.

314. Methods for the Examination of Bituminous
Road Materials.

347. Methods for the Determination of the Physical
Properties of Road-Building Rock.

*348. Relation of Mineral Composition and Rock
Structure to the Physical Properties of Road
Materials. 10c.

370. The Beanie of Physical Tests of Road-Building
Rock.

373. Brick Roads.

386. Public Road Mileage and Revenues in the
Middle Atlantic States, 1914.

387. Public Road Mileage and Revenues in the
Southern States, 1914.

888. Public Road Mileage and Revenues in the New
England States, 1914.

389. Public Road Mileage and Revenues in the Cen-
tral, Mountain, and Pacific States, 1914.

390. Public Road Mileage in the United States, 1914.
A Summary.

393. Economic Surveys of County Highway Improve-
ment.

407. Progress Reports of Experiments in Dust Pre-
vention and Road Preservation, 1915.

414. Convict Labor for Road Work.

463. Earth, Sand-Clay, and Gravel Roads.

532. The Expansion and Contraction of Concrete and

- Concrete Roads.

537. The Results of Physical Tests of Road-Building
Rock in 1916, Ineluding all Compression Tests.

555. Standard Forms for Specifications, Tests, Re-
ports, and Methods of Sampling for Road Ma-
terials.

583. Reports on Experimental Convict Road Camp,
Fulton County, Ga.

586. Progress Reports of Experiments in Dust Pre-
vention and Road Preservation, 1916.

660. Highway Cost Keeping.

670. The Results of Physical Tests of Road-Building
Rock in 1916 and 1917.

691. Typical Specifications for Bituminous Road
Materials.

704. Typical Specifications for Nonbituminous Road
Materials.

724. Drainage Methods and Foundations for County
Roads.

Public Roads, Vol. I, No. 11. Tests of Road-Building Rock in
1918.

OFFICE OF PUBLIC ROADS BULLETINS.

Bul. *37. Examination and Classification of Rocks for Road
Building, Including Physical Properties of Rocks
with Reference to Their Mineral Composition and
Structure. (1911.) 15c.

*43, Highway Bridges and Culverts. (1912.) 5c.
*45. Data for Use in Designing Culverts and Short-Span
Bridges. (1913.) 1é5c.

OFFICE OF PUBLIC ROADS CIRCULARS.

Progress Report of Experiments with Dust Preventa-
tives, 1907.
Progress Report of Experiments in Dust Prevention,
Road Preservation, and Road Construction, 1908. 5c.
Progress Report of Experiments in Dust Prevention and
Road Preservation, 1909. 5c.
Progress Reports of Experiments in Dust Prevention and
Road Preservation, 1910. 5c.
98. Progress Reports of Experiments in Dust Prevention and
Road Preservation, 1911.
*99. Progress Reports of Experiments in Dust Prevention and
Road Preservation, 1912. 5c.
Typical Specifications for Fabrication and Erection of
Steel Highway Bridges. (1913.) 5e.

OFFICE OF THE SECRETARY CIRCULARS.

Sec. Cir. 49. Motor Vehicle Registrations and Revenues, 1914.

52. State Highway Mileage and Expenditures to Janu-
ary 1, 1915.

59. Automobile Registrations, Licenses, and Revenues
in the United States, 1915.

63. State Highway Mileage and Expenditures to Janu-
ary 1, 1916.

65. Rules and Regulations of the Secretary of Agricul-
ture for Carrying out the Federal Aid Road Act.

72. Width of Wagon Tires Recommended for Loads of
Varying Magnitude on Earth and Gravel Roads.

73. Automobile Registrations, Licenses, and Revenues
in the United States, 1916.

74. State Highway Mileage and Expenditures for the
Calendar Year 1916. -

77. Experimental Roads in the Vicinity of Washing-

Cir. 89.
*90.
*92,
*94.,

*100.

woyn, IDY, Cr.
Public Roads Vol. I, No. 1. Automobile Registrations, Li-

censes, and Revenues in the
United States, 1917.

Vol. I, No. 3. State Highway Mileage and Ex-
penditures in the United States,
1917.

Vol. I, No. 11. Automobile Registrations, Li-
censes, and Revenues in the

United States, 1918.

DEPARTMENT CIRCULAR.
No. 94. TNT as a Blasting Explosive.

FARMERS’ BULLETINS.

F. B. 338. Macadam Roads.
*505. Benefits of Improved Roads.
597. The Road Drag.

SEPARATE REPRINTS FROM THE YEARBOOK.

Y. B. Sep. *638. State Management of Public Roads; Its Devel-
opment and Trend. 5c.
727. Design of Public Roads.
739. Federal Aid to Highways, 1917.

REPRINTS FROM THE JOURNAL OF AGRICULTURAL
RESEARCH.

5c.

Vol. 5, No. 17, D- 2. Effect of Controllable Variables Upon the
Penetration Test for Asphalts and
Asphalt Cements.

Vol. 5, No. 19, D- 3. Relation Between Properties of Hardness
and Toughness of Road-Building Rock.

Vol. 5, No. 20, D- 4. Apparatus for Measuring the Wear of Con-
crete Roads.

Vol. 5, No. 24, D- 6. A New Penetration Needle for Use in
Testing Bituminous Materials.

Vol. 6, No. 6, D- 8. Tests of Three Large-Sized Reinforced
Concrete Slabs Under Concentrated
Loading.

Vol. 10, No. 5, D-12. Influence of Grading on the Value of Fine

Aggregate Used in Portland Cement
Concrete Road Construction.
Vol. 10, No. 7, D-13. Toughness of Bituminous Aggregates.
Vol. 11, No. 10, D-15. Testsofa Large-Sized Reinforced-Concrete
Slab Subjected to Eccentric Concen-
trated Loads.
. Ultra-Microscopic Examination of Dis-
perse Colloids Present in Bituminous
Road Materials.

Vol. 17, No.

= Department supply exhausted.

*D epartment supply exhausted.

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Full text of "Public Roads: A Journal of Highway Research, Vol. 3, No. 27"

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